JP2920278B2 - Shift control device for automatic transmission that can be manually shifted - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic shift mode in which a shift is executed based on a running state of a vehicle such as a vehicle speed and a throttle opening, and a manual shift mode in which a shift lever is operated to shift to a selected gear. The present invention relates to a shift control device for an automatic transmission that can be switched between and.

[0002]

2. Description of the Related Art As is well known, an automatic transmission for a vehicle mainly includes a plurality of sets of planetary gear mechanisms by appropriately engaging and disengaging frictional engagement devices such as a multi-plate clutch and a multi-plate brake. The transmission path of the torque in the gear train is changed to thereby set a predetermined gear position. Shift control in this type of automatic transmission is generally performed by electrically determining a running state such as a vehicle speed and a throttle opening, and controlling a solenoid valve and the like based on the determination result. This shift control is usually
The shift is performed based on a shift diagram in which the shift speed is determined according to the traveling state. However, in such a shift control, the traveling state in which the shift is performed is uniquely determined, so that the degree of freedom of the shift is small. Therefore, recently, there has been proposed an automatic transmission having a function of appropriately engaging and disengaging the friction engagement device by an output signal based on a manual operation to execute a shift.

For example, a shift device for selecting a travel range in an automatic shift mode is provided with a switch for instructing a gear position or a switch for instructing an upshift or a downshift, and a shift lever turns on those switches. When it is operated, it is configured to execute a shift control to a shift speed specified by the output signal.

When a shift device of the type in which an up-shift switch or a down-shift switch is operated by manual operation is used, a shift stage immediately before one of these switches is operated, that is, in a manual shift mode. It is necessary to set the initial stage.
Therefore, for example, in the invention described in Japanese Patent Application Laid-Open No. 2-125174, the gear position in the automatic shift mode immediately before the shift lever is moved from the D range position in the automatic shift mode to the shift position for the manual shift mode is set to the manual shift mode. The initial stage in the shift mode is set.

[0005]

By the way, even in the automatic transmission capable of executing the shift in the manual shift mode described above,
In the automatic shift mode, delay control for slightly delaying the output of the shift command signal may be performed. That is, the determination of the gear position in the automatic shift mode is performed based on the traveling state such as the throttle opening and the vehicle speed. However, even if it is determined that the shift is executed according to the change in the traveling state, the traveling state is further determined. If the speed has changed, it is determined that the speed should be set to a speed different from the once determined speed. In such a case,
This is a so-called multiple shift. Further, at the time of shifting, it is necessary to execute shifting while releasing the lock-up clutch in order to reduce shock. Therefore, even if it is determined that the shift should be performed, the shift command signal is not immediately output, and the control waits for a predetermined delay time to elapse, and shifts to the shift speed based on the final shift determination that occurred during that time. Command,
Alternatively, the lock-up clutch is released during that time.

However, if the function of shifting in the above-described manual shifting mode is added to the automatic transmission that performs the so-called delay control, the manual shifting is performed based on the driver's free will. Switching to the manual shift mode or selection of a shift speed in the manual shift mode may be performed during the delay control. In such a case, if the gear position determined to be set after the elapse of the delay time, that is, the planned gear position is different from the gear position selected by the manual operation, the gear is manually selected after shifting to the planned gear position. Thus, the shift to the changed gear stage is achieved, and the shift responsiveness when switching from the automatic shift mode to the manual shift mode is degraded, or the shift is performed twice consecutively.

In the above-described control device, when the final gear in the automatic gear shift mode is set to the initial gear in the manual gear shift mode, if the manual gear shift mode is switched during the delay time, the final gear in the automatic gear shift mode is changed. Is not determined, the control becomes unstable, or after switching to the manual shift mode, the shift to the scheduled shift stage occurs despite the fact that neither the upshift operation nor the downshift operation is performed, This results in a shift not intended by the driver, which may cause a feeling of strangeness.

The present invention has been made in view of the above circumstances, and has as its object to provide a shift control device which is excellent in shift response when switching to a manual shift mode and is free from unintended shifting. Is what you do.

[0009]

According to the present invention, in order to achieve the above-mentioned object, the configuration shown in FIG. 1 is adopted. That the present invention, out of the shift command signal by the automatic shift mode and a manual operation Ru <br/> to output the shift instruction signal to judgment based on the gear position to be set in the running state
A shift mode switching means 1 for switching to the manual shift mode for executing a speed change by force, and the transmission delay time setting means 2 for setting a predetermined delay time from the shift decision to the output of the shift instruction signal in the automatic shift mode, A gear shift control device for an automatic transmission A capable of manual shifting, comprising: scheduled gear position determining means 3 for setting a gear position determined based on a traveling state to a scheduled gear position to be set by the gear shift command signal; A mode change detecting means for judging that the automatic shift mode has been switched to the manual shift mode; and a mode change detecting means for detecting that the automatic shift mode has been switched to the manual shift mode during the delay time. switching between the manual shift command output unit 5 immediately outputs a shift command signal to a predetermined shift stage without waiting for the elapse Bei example, in the manual shift mode
After it is detected that the
To execute gear shifting based on the input gear shifting command signal
That it is configured in which the features.

Further, in the present invention, the predetermined gear may be the predetermined gear.

Further, the predetermined shift speed may be a shift speed selected by switching to a manual shift mode during the delay time.

According to the present invention, the predetermined shift speed is a shift speed determined based on the scheduled shift speed and a shift speed selected and switched to a manual shift mode during the delay time. A shift speed determined based on the shift speed set immediately before the shift from the shift mode to the manual shift mode and the shift speed switched to the manual shift mode during the delay time and selected may be employed. .

[0013]

In the shift control device of the present invention, the shift mode switching means 1 can switch between the automatic shift mode and the manual shift mode. Further, when a shift is determined due to a change in the traveling state during traveling in the automatic shift mode, a predetermined delay time is set by the delay time setting means 2 until the output of the shift command signal. The planned gear position is determined by the planned gear position determination means 3 based on the traveling state. On the other hand, when the mode is switched from the automatic transmission mode to the manual transmission mode during the delay time, the change is detected by the mode change detecting means 4. When the shift mode is switched during the delay time, the manual shift command output means 5 immediately outputs a shift command signal to a predetermined gear without waiting for the delay time to elapse. The gear position indicated by the speed change command signal is the gear position determined by the manual operation or the scheduled gear position finally determined during the delay time, or the gear position selected by the manual operation and the scheduled gear position. The shift speed is determined based on the final shift speed in the automatic shift mode. In any case, when switched to the manual shift mode, the shift before the delay time has elapsed is performed, shift response are improved, also after Tsu switched to the manual shift mode Changed by manual operation
Only because the shift occurs when the speed is instructed, 2 and shift to the selected gear position by shifting the manual operation of the scheduled gear shift stage
For example, it is possible to prevent a continuous shift from occurring.

[0014]

Next, an embodiment of the present invention will be described with reference to the drawings. FIG. 2 is a block diagram showing a basic configuration of an embodiment of the present invention. The automatic transmission A shown here is based on an automatic mode for setting a gear position according to a traveling state and a manual operation. It is configured to be able to select a manual mode for setting a gear. That is, the automatic transmission A is provided with a shift solenoid valve S1 in the hydraulic control device 20.
, S2, and a solenoid valve S3 for making the engine brake effective, a solenoid valve SLT for line pressure, a solenoid valve SLU for lock-up clutch, and a solenoid valve SLN for accumulator back pressure, and an electronic control unit for an automatic transmission. (EC
U) A manual valve is operated by a shift device 22 operated by a shift lever and a predetermined range is set by operating a shift lever, and a shift position switch is operated to set a predetermined shift speed. I have.

The shift device 22 has a function of selecting a travel range in an automatic shift mode by a shift lever and a function of selecting a shift speed in a manual shift mode. To briefly explain an example, the shift device 22 shown in FIG. 3 is configured to directly select the shift speed by the shift lever 23 in the manual shift mode.
That is, the parking (P), reverse (R), neutral (N), and drive (D) range positions, the “S” range position for shifting up to the second speed, and the low (L) held at the first speed. The range positions are arranged on a straight line in the front-rear direction of the vehicle, and the four speed-gear switches SW1, SW2, SW3, S around the drive range position.
W4 is arranged in an "H" shape. The positions where these switches SW1 to SW4 are provided are connected by an "H" -shaped groove 25 intersecting an "I" -shaped groove 24 connecting the respective range positions. The shift lever 23 is provided to move in these grooves 24 and 25, and a DM switch 26 for switching to a manual shift mode (DM) is attached to the top of the grip of the shift lever 23. When the DM switch 26 is turned ON, the mode is switched to the manual shift mode. In this state, any one of the switches SW1 to SW4 is turned ON by the shift lever 23 moved to the "H" -shaped groove 25. The gear position indicated by the signals from the switches SW1,..., SW4 is set in a state where the engine brake is effective.

Here, the electronic control unit 21 will be briefly described. In FIG. 4, the electronic control unit 21 mainly comprises a central processing unit (CPU) and storage elements such as a ROM and a RAM. Device 21
Via the input interface circuit 29, the signal from the DM switch, the switches SW1,
~ SW4 signal, D / G / T signal, signal from auto drive computer, signal from neutral start switch, signal from water temperature sensor, signal from throttle position sensor, signal from intake pipe pressure, speed sensor NO. 1 and No. 2, the signal from the transmission (TM) input speed sensor, the signal from the kick down switch, the signal from the transmission control switch, the signal from the stop lamp switch, and the signal from the pattern select switch are input respectively. Have been. In addition, the fuel injection control computer (E
A signal is output to an FI computer, and via other output interface circuits 30, solenoid valves S1 and S2 for shifting, a solenoid valve S3 for engine braking, a solenoid valve SLT for line pressure control, and lock-up clutch control. A signal is output to a solenoid valve SLU for controlling the pressure and a solenoid valve SLN for controlling the back pressure of the accumulator, and further a diagnosis signal is output. The electronic control unit 21 is connected to a battery 32 via a constant voltage power supply 31.

An example of the gear train of the automatic transmission A controlled by the electronic control unit 21 is shown in FIG. 5, and the gear train is executed in the automatic mode and the manual mode. FIG. 6 shows a main part of a hydraulic circuit of the hydraulic control device 20 to be operated.

That is, a torque converter 36 having a lock-up clutch 35 is provided in the automatic transmission A shown in FIG.
And a second transmission section 37 having one set of planetary gear mechanisms, and a first transmission section 38 for setting a plurality of forward and reverse gears by two sets of planetary gear mechanisms.

The second transmission 37 switches between high and low speeds. The carrier 39 of the planetary gear mechanism is connected to the turbine runner 40 of the torque converter 36. A clutch C0 and a one-way clutch Fo are provided between the sun gear 41 and the sun gear 41.
A brake B0 is provided between the motor and the housing Hu.

The sun gears 42 and 43 in each planetary gear mechanism of the first transmission section 38 are provided on a common sun gear shaft 44, and are provided in the left (front side) planetary gear mechanism of the first transmission section 38 in the drawing. Ring gear 45 and second
A first clutch C1 is provided between the transmission section 37 and the ring gear 46, and a second clutch C2 is provided between the sun gear shaft 44 and the ring gear 46 of the second transmission section 37. In the first transmission portion 38, the carrier 47 of the planetary gear mechanism on the left side in the figure and the ring gear 48 of the planetary gear mechanism on the right side (rear side) are integrally connected,
The output shaft 49 is connected to the carrier 47 and the ring gear 48.
Are connected.

A first brake B1 as a band brake is provided on the outer peripheral side of the clutch drum of the second clutch C2 so as to stop the rotation of the sun gear shaft 44. Hu, a first one-way clutch F1 and a second brake B2 are arranged in series, and a second one-way clutch F2 and a housing Hu between the carrier 50 and the housing Hu in the rear planetary gear mechanism. The third brake B3 is arranged in parallel.

The automatic transmission A having the above-described gear train can set the first to fourth speeds in the forward gear. Of these, the first and second speeds are in the automatic mode and the engine brake is not operated. Since it is not effective and it is necessary to apply the engine brake in the manual mode, the hydraulic circuit shown in FIG.

The manual valve 100 switches the supply / discharge state of hydraulic pressure by operating the shift lever to move the spool 101, and changes the line pressure PL regulated by a primary regulator valve (not shown). The supply line pressure oil passage 60 is connected to the input port 102, and in the D range, the spool 101 is at the position shown in the drawing, and the input port 102 is connected to the D port 103. In the S range, the spool 101
Moves to the lower side of the figure and the input port 102 becomes the D port 10
3 and the S port 104. In the L range, the spool 101 moves further downward, and the input port 102 communicates with the D port 103, the S port 104 and the L port 105, and conversely, the N range. Then, the spool 101 closes the input port 102, and in the R range, the input port 102
Communicates with the R port 106, and in the P range, the input port 1
02 is closed and another port communicates with the drain port.

The 1-2 shift valve 200 for shifting between the first speed and the second speed has a spool 2 having four lands.
01 and a spring 202 disposed at one end thereof. When a control port 203 formed at the end opposite to the spring 202 is connected to the second solenoid valve S2 and the second solenoid valve S2 is turned off. And a strainer 62 and an orifice 63 from the line pressure oil passage 61.
The line pressure PL supplied through the control port 203 is generated at the control port 203.

Below the control port 203 in the figure, a second coast port 204 opened and closed by the uppermost land
And the first brake port 20 selectively communicated with the second coast port 204 and the drain port 205.
6 are sequentially formed, and the first brake port 206 is connected to the first brake port 206 via the second coast modulator valve 64.
The brake B1 is connected. Drain port 20
5, a D port 207 connected to the D port 103 of the manual valve 100 is formed below the figure.
A second brake B2 is connected to a second brake port 209 which is selectively connected to the D port 207 and another drain port 208. The other drain port 208
A further drain port 210 is formed on the lower side in the figure, and the third brake port 2 selectively communicated with the drain port 210 and the low coast port 211.
12 is connected to a third brake B3. A hold port 213 is formed at the lowermost end where the spring 202 is disposed.

The 2-3 shift valve 300 for shifting between the second speed and the third speed includes a spool 301 having six lands and a spring 302 disposed at one end (lower end in the figure). A control port 303 formed at the end opposite to the spring 302 is connected to the first solenoid valve S1, and the first solenoid valve S1 is
At the time of FF, the line pressure PL supplied from the D port 103 of the manual valve 100 via the strainer 65 and the orifice 66 is generated at the control port 303.

The 2-3 shift valve 300 has a first drain port 304, a brake port 3
05, a first D port 306 is formed, the brake port 305 is connected to the second coast port 204 of the 1-2 shift valve 200, and the brake port 305 is connected to the first drain port 304 and the first drain port 304.
The communication with the D port 306 is selectively performed. Following the above ports, hold output port 30
7, an input port 308, a clutch port 309, and a second drain port 310 are formed in this order. When the first drain port 304 and the brake port 305 communicate with each other, the first D port 306 and the hold output port 30
7, the input port 308 and the clutch port 309 communicate with each other, and the brake port 305 is connected to the first D port 30.
6, the hold output port 307 communicates with the input port 308, and the clutch port 309 communicates with the second drain port 310.

Further, a brake port 311 and a second D port 312 are formed in succession to the second drain port 310. When the clutch port 309 is in communication with the input port 308, the second drain port 310 is connected to the brake port 311. , And conversely, clutch port 30
The brake port 311 and the second D port 312 communicate with each other when 9 communicates with the second drain port 310. Further, a hold port 313 is formed at the lowermost end where the spring 302 is disposed.

While the second clutch C2 is connected to the clutch port 309, the 1-2 shift valve 2
00 hold port 213 and this clutch port 30
9 are connected. The brake port 311 is connected to the low coast port 211 of the 1-2 shift valve 200 via the low coast modulator valve 67. Further, a hold port 313 is connected to the L port 105 of the manual valve 100, and in the L range, the spool 301 is held at a position pushed up as shown in the right half of the figure.

The 3-4 shift valve 400 is controlled by the hydraulic pressure sent from the hold output port 307 of the second solenoid valve S2 and the 2-3 shift valve 300,
The second speed changer 37 executes the speed change, and includes a spool 401 having four lands formed thereon and a spring 402 disposed at one end thereof. Control port 4 formed in
03 is connected to the second solenoid valve S2 in the same manner as the control port 203 of the above-mentioned 1-2 shift valve 200, and the hold port 404 formed at the end where the spring 402 is disposed is connected to the 2-3 shift valve. It is connected to the hold output port 307 of the valve 300.

The 3-4 shift valve 400 has the control port 40 when the second solenoid valve S2 is OFF.
3, when the line pressure PL is acting, the input port 405 connected to the line pressure oil passage 61 is connected to the brake B0.
The input port 405 is connected to the clutch C0 when the pressure is discharged from the control port 403 or when the hydraulic pressure is applied to the hold port 404. The communication with the clutch port 407 is made.

A first clutch C1 is connected to the D port 103 of the manual valve 100, and an oil passage extending from the first clutch C1 to the first and second D ports 306, 312 of the 2-3 shift valve 300. In the course of 68, a coast for preventing engine braking at the first speed and the second speed in the manual mode, in other words, preventing the engine braking at the first speed and the second speed in the automatic mode. A brake cutoff valve 500 is provided.

This is because the clutch port 501 connected to the first clutch C1 and the first 2-3
And a spool port 504 pressed in one direction by a spring 503 and an end on which the spring 503 is arranged. A hold port 505 is connected to the S port 104 of the manual valve 100 via an overdrive (O / D) lockout valve 600, and a control port formed at the opposite end. The port 506 is connected to the third solenoid valve S3. The third solenoid valve S3 is interposed in the oil passage 71 connecting the first clutch C1 and the control port 506 through the strainer 65 and the orifice 70, and closes the drain port in the OFF state to close the control port 50.
6, a line pressure PL is generated, and the drain port is opened to release the pressure from the control port 506 in the ON state.

The O / D lockout valve 600 controls the position of the valve body 601 by a line pressure PL acting on the control port 602 and a spring 603 that opposes the control pressure, thereby connecting the output port 604 to the input port. It is configured to selectively communicate with the drain port 605 and the drain port 606. That is, the valve element 601 has an outer diameter of the intermediate portion smaller than the outer diameters of the both end portions. In a state where the valve element 601 compresses the spring 603 and is pressed down as shown in the right half of FIG. , Output port 604
When the valve 601 is pushed up to the position shown in the left half of FIG. 6, the input port 605 is closed and the output is Port 604 is drain port 6
06.

The output port 604 is connected to the hold port 505 of the coast brake cutoff valve 500.
The input port 605 is connected to the S port 104 of the manual valve 100, and the control port 602 is connected to the first solenoid valve S1.

Each of the solenoid valves S1, S2, S
7 is turned ON or OFF as shown in FIG. 7, so in the 1-2 shift valve 200, the spool 201 is pushed down as shown in the right half at the first speed, and the spool 201 is not drawn in the other forward stages. In the 2-3 shift valve 300, the spool 301 is pushed up in the first speed and the second speed as shown in the right half of the figure, and in the third speed and the fourth speed, the spool 301 is pushed up. 301
Is pushed down as shown in the left half of the figure. Further, in the 3-4 shift valve 400, the spool 401 is pushed up as shown in the right half of the figure at the first to third speeds, and the left side of the figure is made at the fourth speed. Depressed as shown in half. as a result,
As shown in FIG. 7, each friction engagement device is engaged or disengaged, and each gear is set.

FIG. 7 is an operation table. In FIG. 7, a circle indicates ON for a solenoid valve, engagement indicates a frictional engagement device, and a cross indicates OF for a solenoid valve.
F, release is shown for the friction engagement device.

Here, the first speed and the second speed in the manual mode will be specifically described. When setting these gears, the third solenoid valve S3 is turned on. Control port 5
06, the spool 504 is released from the spring 5
03 is pushed up to the position shown in the left half of the figure.
As a result, the clutch port 501 and the brake port 50
2 is connected to the first shift valve 300 of the 2-3 shift valve 300.
The line pressure PL is supplied to the port 306 and the second D port 312. On the other hand, when setting the first speed and the second speed, the 2-3 shift valve 300 uses the first solenoid valve S
1 is turned ON and the pressure is discharged from the control port 303, and the spool 301 is pushed up to the position shown in the right half of the drawing. Accordingly, the first D port 306 communicates with the brake port 305, and the second D port 312 Communicates with the brake port 311. That is, the line pressure PL is supplied to the second coast port 204 and the low coast port 211 of the 1-2 shift valve 200 connected to these brake ports 305 and 311 respectively.

The 1-2 shift valve 200 is provided with the spool 2 when the second solenoid valve S2 is turned off and the hydraulic pressure is supplied to the control port 203 at the first speed.
01 is pushed down to the position shown in the right half of the figure, the low coast port 211 communicates with the third brake port 212, and as a result, the third brake B
3 is supplied with hydraulic pressure and this is engaged. That is, in the gear train shown in FIG. 5, since the third brake B3 in parallel with the second one-way clutch F2 is engaged, rotation of the carrier 50 in both the forward and reverse directions is prevented, and the engine brake is activated. Can be.

When the second shift valve 200 is in the second speed, the second solenoid valve S2 is turned on to release the pressure from the control port 203, and the spool 201 is pushed up to the position shown in the left half of the figure. Thus, the second coast port 204 communicates with the first brake port 206, so that the first brake B1 connected thereto is engaged. That is, in the gear train shown in FIG. 5, when the first brake B1 in a parallel relationship with the first one-way clutch F1 and the second brake B2 is engaged, the sun gears 42 and 43 in the first transmission portion 38 are engaged. Rotation in both the forward and reverse directions is prevented, and the engine brake can be activated.

In the automatic transmission A, if the shift lever 23 is set to, for example, a drive range position while the DM switch 26 is turned off, the automatic transmission mode is set, and the running state such as the vehicle speed and the throttle opening is set. Is determined on the basis of. When the shift is determined in the automatic shift mode, the electronic control unit 21 starts the timer T1 and delays the output of the shift command signal until the set time elapses. Also, during the delay time, the gear to be set is determined based on the running state.
The final gear position determined in this way becomes the scheduled gear position to be set after the delay time has elapsed, and if the delay time has elapsed in the automatic gearshift mode, the shift to the scheduled gear position is performed at that time. A command signal is output.

To switch to the manual shift mode, the DM switch 26 provided on the grip portion of the shift lever 23 is turned on.
N is performed, and the gear position in the manual shift mode is selected by moving the shift lever 23 to one of the gear positions and turning on one of the switches SW1 to SW4. This manual shift mode is a shift mode that achieves the selected shift speed by operating the shift lever 23 in this manner. However, since the shift lever 23 is moved from the drive range position to the H-shaped groove 25, the manual shift mode is set. Valve 100 does not switch. That is, the supply / discharge state of the hydraulic pressure from the manual valve 100 is not different from the drive range state in the automatic transmission mode. However, when the DM switch 26 is turned ON, the third solenoid valve S3 is turned ON, so that the engine brake can be applied at each forward speed.

Therefore, when it is determined that the gear should be shifted in the automatic shift mode, the mode is switched to the manual shift mode while the timer T1 is counting the delay time, and when a predetermined gear is selected, the setting is made. The gear to be selected includes the scheduled gear and the gear selected by the manual operation. Therefore, in the automatic transmission described above, when the mode is switched to the manual shift mode while the timer T1 is operating, the shift control is performed as described below.

FIG. 8 is a flowchart showing the control routine. First, after processing the input signal in step 1, it is determined whether or not the DM switch 26 is ON (step 2). When the DM switch 26 is OFF and the automatic shift mode is selected, the control process returns. When the DM switch 26 is turned ON and the manual shift mode is selected, the process proceeds to step 3. It is determined whether or not any one of the gear switches SW1 to SW4 is ON. When the result of the determination is "No", the routine returns, and any one of the gear position switches SW1,
If .about.SW4 is ON, it is determined whether or not the delay timer T1 at the time of shifting in the automatic shifting mode is operating (step 4). If the timer T1 is counting time, that is, if the determination result of step 4 is "YES", the counting of time by the timer T1 is immediately stopped (step 5), and the counting of time by the timer T1 is terminated. The scheduled shift stage for which the setting is scheduled later is canceled (step 6). Then, it outputs a shift command signal for commanding a shift to the shift stage indicated by the shift stage switches SW1 to SW4 that are being turned on (step 7). If the result of the determination in step 4 is "NO", that is, if the timer T1 is not operating, the routine proceeds to step 7, in which the gears indicated by the gear position switches SW1,... It outputs a shift command signal to the gear.

FIG. 9 is a timing chart showing the output of each signal under the above control. That is, when the shift is determined at time t0, counting of the delay time by the timer T1 is started from here. At time t1 before the count-up, the DM switch 26
When any one of the speed switches SW1 to SW4 is turned ON at time t2, which is N times and is slightly later than that, at the same time as the speed switches SW1 to SW4 are turned on, a shift instruction to the predetermined gear is issued. Is canceled, and signals are output to the solenoid valves S1 and S2 for setting the gear position and the solenoid valve S3 for engine braking,
Further, the lock-up clutch OFF signal is output. That is, the shift command signal is output simultaneously with the selection of the shift speed by manual shift, and the shift to the shift speed selected by the manual operation is executed. Therefore, there is almost no time delay, so that the shift response is improved.

Next, another embodiment of the present invention will be described. FIGS. 10 and 11 are views showing another shift device used in the present invention.
An upshift switch 27 is provided at the top of the grip portion of the shift lever 23, and a downshift switch 28 is provided at a lower portion of the grip portion on the vehicle front side, and these switches 27, 28 are connected to the electronic control unit 21. The range positions in the automatic shift mode selected by the shift lever 23 and the positions for setting the manual shift mode are arranged as shown in FIG.

That is, in FIG. 11, parking (P), reverse (R), neutral (N),
Each range position of the drive (D) is set, and to the left of the drive range position, a “3” range position for performing a shift between the first speed to the third speed is set. ), A "2" range position and a low (L) range position for shifting between the first speed and the second speed are sequentially set. On the other hand, a direct mode (DM) position for setting a manual shift mode is provided on the right side of the drive range position, and a DM switch (not shown) is arranged here. Then, the shift device shown in FIG. 10 moves the shift lever 23 to the DM position. Here, each time the upshift switch 27 is turned on, the upshift is performed by one step, and conversely, the downshift switch 28 is turned on.
Each time it is operated, it is configured to shift down one step at a time. When this shift device is adopted, the electronic control unit 21 includes the respective speed-change switches SW
Upshift switch 2 instead of signals from 1, to SW4
7 and a signal from the downshift switch 28 are input.

In the automatic transmission employing this shift device, the shift mode is switched to the manual shift mode by moving the shift lever 23 to the DM position. In this state, either the upshift switch 27 or the downshift switch 28 is turned on. As a result, an upshift or a downshift occurs, but it is necessary to determine in advance a gear stage on which the upshift or the downshift is based. Therefore, in the control device of the present invention, when the shift to the manual shift mode and the instruction of the upshift or the downshift are performed while the delay time is counted during the shift in the automatic shift mode, the following is performed. The shift control is performed as described in (1).

FIG. 12 is a flowchart showing the control routine. After the input signal is processed in step 10, it is determined whether or not the manual shift mode is selected (step 11). If the result of the determination is "no", the process returns. If the result of the determination is "yes", the flow proceeds to step 12 to determine whether or not the timer T1 is operating. Timer T
If 1 is not running, the control process returns. If timer T1 is running, the upshift switch 27 or downshift switch 28
Is determined to be ON. Either switch 27, 2
8 is turned on, the switch 2
The shift speed (new shift speed) based on the scheduled shift speed at the time when a signal is input from each of the switches 7 and 28 and the shift (upshift or downshift) selected by the switches 27 and 28
Is determined (step 14).

FIG. 13 is an example of a map for determining the new shift stage. The scheduled shift determined in the automatic shift mode is a first-speed upshift, and the manual shift operation is an upshift operation. In this case, the new shift speed is set to a shift speed shifted up by one speed from the current shift speed. If the scheduled speed is a speed at which the second speed is upshifted and an upshift operation has been manually performed, the new speed is a speed shifted by the second speed from the current speed. If the gear set based on these upshift determinations exceeds the fourth speed, the new gear becomes the fourth gear.
Speed. On the other hand, if the planned gear is a gear for performing an upshift of the first gear and the manual gearshift operation is a downshift, a downshift of the first gear relative to the current gear is performed as a new gear. Is determined. If the speed thus determined is lower than the first speed, the new speed is set to the first speed. If the scheduled speed is a speed at which the second speed upshift is performed and the manual shift operation is a downshift, the current speed is determined as the new speed.

In step 15 following step 14, the operation of the timer T1 is stopped to stop counting the delay time. In step 16, a shift command is issued so as to achieve the new shift speed determined as described above. Output a signal.

It should be noted that the determination result of step 13 is "NO"
If so, the process immediately proceeds to step 15 to stop counting the time by the timer T1.

Therefore, by performing the shift control shown in FIG. 12, even if the delay time is being counted, if the shift speed is selected by manual shift, the running state at that time and the driver's speed are selected. The gear stage suitable for the intention is immediately achieved, and as a result, the shift response at the time of switching to the manual shift mode is improved.

The example shown in FIG. 12 is an example in which the new gear position is determined by the planned gear position and the gear position based on the manual operation. The shift is performed by the driver in search of a shift from the running state. Therefore, the new shift speed is the current shift speed (the shift speed in the automatic shift mode immediately before switching to the manual shift mode) and the shift speed based on the manual operation. It may be determined by FIG. 14 shows an example of the shift control routine as described above. In this step, step 14 in the control routine shown in FIG. 12 is performed by determining a new shift speed based on the current shift speed and the shift speed based on the manual operation. (Step 14-1). Such determination of a new shift speed can also be performed based on a predetermined map.

The selection of the control shown in FIG. 12 or the control shown in FIG.
Alternatively, it may be determined whether the operation is performed in the power-off state, and the operation may be performed based on the result of the determination.

By the way, in an automatic transmission employing the shift device shown in FIGS. 10 and 11, the shift lever 23 is
When moved to the M position, switching to the manual shift mode is performed, and it may be necessary to determine the initial shift speed in the manual shift mode at that time. That is, the automatic transmission mode and the speed determined during the delay time during the shift are:
Since the gear stage is suitable for the traveling state at that time, when the operation for instructing a specific gear stage has not been performed after switching to the manual shift mode, the final determination is made during the delay time. It is considered that the gear position is most suitable for the current driving condition. Therefore, when using a shift device having a changeover switch to the manual shift mode,
For the above reason, the shift control shown in FIG. 15 may be performed.

In FIG. 15, after the input signal is processed in step 20, it is determined whether or not the drive (D) range is selected (step 21). If the determination result is "no", the process returns. If "yes", it is determined whether or not the timer T1 for counting the delay time during shifting is in operation (step 22). If the timer T1 is operating, it is determined whether or not the operation for switching to the manual shift mode has been performed (step 23). If the manual shift mode is not selected, the routine returns, and the manual shift mode is set. If so, the counting of the delay time by the timer T1 is stopped (step 24). The gear stage determined at this time is the scheduled gear stage. Therefore, in step 25, the lock-up clutch is released, and a gear shift output process for achieving the scheduled gear stage is performed (step 26). That is, a shift command signal is output to the scheduled shift stage. Then, a process of setting the scheduled gear position as an initial gear position in the manual gear shift mode is performed (step 27).

If the result of the determination in step 22 is "no" because the timer T1 is not running,
Normal shift control to the shift speed determined based on the running state is executed (step 28).

The relationship between the signal for switching to the manual shift mode by the above-described control and the shift delay timer T1 and the lockup release delay timer T2 can be shown in a time chart.
As shown in FIG. When the shift is determined at the time t10, the timers T1 and T2 simultaneously start counting the respective delay times. At the time t11 before the counting of the delay time ends, the switching operation to the manual shift mode is performed. When it is determined that the switching operation to the manual shift mode has been performed at time t12 immediately thereafter, the counting of the delay time by the timers T1 and T2 is stopped at the same time.

Therefore, if the control shown in FIG. 15 is performed, there is no delay in the shift response when switching from the automatic shift mode to the manual shift mode, and a shift speed that does not meet the driving condition or the driver's intention is achieved. Can be prevented.

The present invention is, of course, not limited to a control device for an automatic transmission provided with the above-described gear train and hydraulic control device.

[0062]

As is apparent from the above description, according to the shift control device of the present invention, the shift stage is determined in the automatic shift mode, and the shift to the manual shift mode is performed during the counting of the delay time for the shift. Also, since the predetermined gear is set almost simultaneously with the manual operation, it is possible to prevent a response delay of the gear shift. After switching on or manual shift mode
Gear shifting is performed when shifting is instructed by manual operation.
Since the row, with the changeover to the manual shift mode off solution that such speed change multiple times in a row occurs, it is possible to prevent that the OPERATION feeling is impaired.

[Brief description of the drawings]

FIG. 1 is a block diagram for explaining a basic configuration of the present invention.

FIG. 2 is a block diagram schematically showing one embodiment of the present invention.

FIG. 3 is a diagram illustrating an example of a shift device, illustrating a shape of a guide groove of a shift lever and a shift position.

FIG. 4 is a block diagram schematically showing a control system of the electronic control device.

FIG. 5 is a skeleton diagram showing a gear train in the automatic transmission.

FIG. 6 is a hydraulic circuit diagram showing main circuit portions in the hydraulic control device.

FIG. 7 is a diagram showing an operation table for setting each shift speed.

FIG. 8 is a flowchart showing an example of a control routine according to the present invention.

FIG. 9 is a time chart when the suspension control of the shift delay timer is performed.

FIG. 10 is a schematic perspective view showing an example of another shift device.

FIG. 11 is a diagram showing an arrangement of a range position and a DM position.

FIG. 12 is a flowchart showing another example of the control routine according to the present invention.

FIG. 13 is a table showing an example of a map for determining a new gear position.

FIG. 14 is a flowchart showing still another example of the control routine according to the present invention.

FIG. 15 is a flowchart showing a control routine according to the present invention in which a scheduled gear is set as an initial gear in a manual gear shift mode.

FIG. 16 is a time chart when the control shown in FIG. 15 is performed.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Shift mode switching means 2 Shift delay time setting means 3 Scheduled gear stage determination means 4 Mode change detection means 5 Manual shift command output means A Automatic transmission

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Masato Kaigawa 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Co., Ltd. (72) Inventor Takeshi Takeshi 10 Takane Fujii Town, Anjo City, Aichi Prefecture Aisin Ai (72) Inventor Masashi Hattori 10 Takane, Fujii-cho, Anjo-shi, Aichi Prefecture Inside Aisin AW Co., Ltd. (56) References JP-A-61-266853 (JP, A) JP-A-4-4 46262 (JP, A) JP-A-59-37359 (JP, A) (58) Fields investigated (Int. Cl. ⁶ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48 B60K 20/00-20/08

Claims (5)

(57) [Claims] The method according to claim 1] speed change by outputting a shift command signal by the automatic shift mode and a manual operation you output a shift instruction signal to <br/> decisions based the gear position to be set in the running state A shift mode switching means for switching to a manual shift mode to be executed; a shift delay time setting means for setting a predetermined delay time from a shift determination to an output of a shift command signal in the automatic shift mode; A shift control device for an automatic transmission capable of manual shifting, wherein the shift speed is switched from the automatic shift mode to the manual shift mode. Mode change detecting means for determining that the automatic transmission mode has been switched to the manual transmission mode during the delay time without waiting for the delay time to elapse. Bei example a manual shift command output means for outputting a shift instruction signal to a predetermined shift speed Chi, the manual strange
After it is detected that the mode has been switched to the speed mode,
Change based on the shift command signal output by manual operation
A shift control device for an automatic transmission capable of manual shifting, wherein the shift control device is configured to execute a speed . 2. The shift control device for an automatic transmission according to claim 1, wherein the predetermined shift speed is the predetermined shift speed. 3. The automatic transmission according to claim 1, wherein the predetermined shift speed is a shift speed selected by switching to a manual shift mode during the delay time. Transmission control device. 4. The gear stage determined based on the predetermined gear stage and a gear stage selected and switched to a manual shift mode during the delay time. The shift control device for an automatic transmission capable of manual shifting according to claim 1. 5. The predetermined gear stage includes a gear stage set immediately before switching from the automatic gearshift mode to the manual gearshift mode and a gearshift selected and switched to the manual gearshift mode during the delay time. The shift control device for an automatic transmission according to claim 1, wherein the shift speed is determined based on the shift speed.