JP3580998B2 - Control device for automatic transmission - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a control device for an automatic transmission that can exclusively select an automatic mode in which automatic shifting is performed based on a traveling state and a manual mode in which shifting is performed based on a manual operation of a driver, and particularly, a method for temporarily stopping a vehicle. The present invention relates to a control device for an automatic transmission characterized by a reduction in fuel consumption.
[0002]
[Prior art]
The automatic transmission includes a torque converter connected to an output shaft of an engine, and a transmission mechanism connected to an output shaft of the torque converter. In the drive range state, the torque converter is in a state where torque is transmitted via fluid, and the transmission mechanism is mechanically connected by a clutch to be in a state where torque is transmitted.
[0003]
In this state, when the vehicle is stopped by depressing the foot brake pedal, the transmission mechanism becomes unable to transmit the rotational force, the output shaft of the torque converter is restricted, and the rotation of the engine is controlled by the fluid in the torque converter. Is lost due to the slip of the fluid, and a power loss is generated by an amount corresponding to the slip of the fluid.
[0004]
Also, if the brake pedal is returned during idling while the vehicle is stopped, so-called creep occurs in which the vehicle gradually advances, although the power loss is reduced. Although this creep phenomenon can be avoided by selectively changing the shift range from the drive range mode to the neutral range, the shift operation is troublesome in a state where starting and stopping are frequently performed due to traffic congestion, etc. In addition, the creep phenomenon is often suppressed by depressing the brake pedal while the drive range is selected.
[0005]
In view of the above, in order to reduce the idling fuel consumption while the vehicle is stopped in the drive range, some conventional automatic transmission control devices are disclosed in, for example, JP-A-4-194454. Some have a neutral control mechanism.
[0006]
This conventional neutral control mechanism detects that the shift range is in the drive mode, the accelerator pedal is released, the brake pedal is depressed, and the vehicle speed is substantially zero. Activates when any of the conditions are met, and is released when any of the conditions is not met. Then, by controlling the forward clutch in the transmission mechanism to the engagement state involving slippage, a neutral state during idling is formed, and a reduction in fuel consumption during idling while the vehicle is stopped is realized.
[0007]
Japanese Patent Application Laid-Open No. H8-210497 discloses a control device for an automatic transmission that can select between an automatic mode in which automatic shifting is performed based on a traveling state and a manual mode in which shifting is performed based on a manual operation. There are things that are.
[0008]
As shown in FIG. 6 described later, the operation unit of the shift selecting means in the control device for the automatic transmission includes an automatic mode guide groove 19a for the automatic mode, which extends in a line in the vehicle longitudinal direction. A guide groove 19b for manual transmission for manual mode is provided in parallel with 19a, and the guide grooves 19a and 19b communicate with each other through a communication groove 19c to form a substantially H-shaped guide path 19 as a whole. By moving the select lever 18 along the H-shaped guide path 19, the automatic mode and the manual mode can be exclusively selected, and the select lever 18 can be moved along the automatic transmission guide groove 19a. By moving it, each range is selected, and by moving the select lever 18 along the guide groove 19b for manual shifting, the manual mode is selected. Ppushifuto request or is set to allow selection of a downshift request.
[0009]
Here, when the running vehicle is temporarily stopped in the manual mode selection state, the conventional automatic transmission control device forcibly shifts the gear position to the first speed, There are those that maintain the gear position of
[0010]
[Problems to be solved by the invention]
Even when the running vehicle is temporarily stopped in the manual mode selection state, power loss is large and fuel economy is disadvantageous in a state where the neutral control as described above is not operated.
[0011]
In order to avoid the loss of fuel economy, if the user tries to select the neutral range when selecting the manual mode, it is necessary to change the selection to the auto mode once and then operate the select lever 18 so as to select the N range. In addition, it is necessary to perform the shift operation again to the manual mode at the time of starting, so that the shift operation due to the temporary stop such as traffic jam or signal waiting becomes complicated.
[0012]
Here, the neutral control as described above can be diverted to the operation during the manual mode selection, but under what conditions the neutral control should be operated, there is no conventional disclosure, and Since the mode emphasizes start and acceleration characteristics, a different feeling from the auto mode is required.
[0013]
Conventionally, there is no disclosure or suggestion that the neutral control is operated in the manual mode.
SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has an object to reduce fuel consumption in a manual mode by activating a neutral control by a simple shift operation.
[0014]
[Means for Solving the Problems]
In order to solve the above problem, a control device for an automatic transmission according to the present invention includes an automatic transmission means for an automatic mode for automatically setting a shift speed based on a traveling state of a vehicle, and a manual transmission. Manual shift means for manual mode for setting a shift speed based on selection by operation, and shift control means for shifting the shift speed of the automatic transmission to the shift speed set by the automatic shift means or the manual shift means, The automatic transmission means and the manual transmission means can be selected via a shift selection means. By manually operating the shift selection means, an upshift request or a downshift request in a manual mode state can be performed by the manual transmission. In a control device for an automatic transmission that can be supplied to the means,
Even in the forward range, neutral control means for reducing the engagement pressure of the forward clutch of the automatic transmission to bring the vehicle into a neutral state, the vehicle speed is equal to or lower than a predetermined vehicle speed, the accelerator pedal is released, and A stop state detecting means for detecting a stop state of the vehicle when the foot brake pedal is depressed, and determining that the vehicle is in a stop state based on the stop state detecting means; And a neutral control operating means for operating the neutral control means when it is determined that the manual shift means is selected and the downshift request is output.
[0015]
In the present invention, even in the manual mode, the neutral control is operated by reflecting the driver's intention only by performing an operation of selecting one or more downshift requests while the vehicle is temporarily stopped, As a result, fuel consumption can be reduced.
[0016]
Next, according to a second aspect of the present invention, in the configuration according to the first aspect, the neutral control operating means determines that the vehicle is in a stopped state based on the stopped state detecting means, and When it is determined that the downshift request has been output at the lowest gear, the neutral control means is operated.
[0017]
According to the present invention, it is possible to surely confirm that the driver has requested the neutral state by the downshift request in the lowest gear state.
Next, a third aspect of the present invention provides an automatic mode automatic speed change means for automatically setting a shift speed based on a running state of a vehicle, and a manual mode automatic speed change means for setting a shift speed based on manual selection. Manual shifting means, and shift control means for shifting a shift speed of the automatic transmission to a shift speed set by the automatic shifting means or the manual shifting means, wherein the automatic shifting means and the manual shifting means comprise shift selecting means. In the control device of the automatic transmission, which can be selected through the manual transmission means and can supply an upshift request or a downshift request in the manual mode by manually operating the shift selection means,
N-range setting means for releasing the forward clutch of the automatic transmission to set the vehicle in the neutral range state, the vehicle speed being equal to or lower than the predetermined vehicle speed, the accelerator pedal being released, and the foot brake pedal being depressed. The stop state detection means for detecting the stop state of the vehicle, and the stop state detection means determines that the vehicle is in the stop state, and the shift selection mechanism selects the manual transmission means. N range setting operation means for operating the N range setting means when it is determined that a downshift request has been output.
[0018]
According to the present invention, even in the manual mode, the vehicle enters the neutral range state reflecting the driver's intention only by performing an operation of selecting one or more downshift requests while the vehicle is temporarily stopped. Fuel efficiency is reduced.
[0019]
Next, according to a fourth aspect of the present invention, in the configuration according to any one of the first to third aspects, the operation unit of the shift selecting means is provided with an automatic shifting unit for automatic mode selection. A guide groove and a guide groove for manual shifting for selection in the manual mode are provided in parallel, and have a substantially H-shaped guide path in which the two guide grooves communicate with each other. , And a mechanism for making each selection.
[0020]
In the present invention, even if the control device employs the shift selection means having a substantially H-shaped guideway, the operation of shifting to the neutral control or the N range in the manual mode becomes easy.
[0021]
Next, according to a fifth aspect of the present invention, in the configuration according to any one of the first to fourth aspects, the manual shift means sets the shift speed to a minimum when the vehicle speed is determined to be equal to or lower than a predetermined vehicle speed. It is characterized in that the gear is set to a gear.
[0022]
In the present invention, the downshift request is not considered to be a downshift request during the temporary stop because the shift speed is set to the lowest shift speed, and the driver surely shifts to the neutral control or the shift to the N range. Can be considered, and the intention of the driver can be surely reflected.
[0023]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram illustrating an example of the present embodiment. An automatic transmission 2 is connected to an output side of an engine 1. The automatic transmission 2 includes a torque converter 3 connected to an output shaft of the engine 1 and a transmission mechanism 4 connected to an output shaft of the torque converter 3.
[0024]
The speed change mechanism 4 is controlled by a hydraulic control means 5 constituting a shift control means to change the setting of the shift speed. The hydraulic control means 5 is constituted by a hydraulic control circuit, and operates based on a control signal from a shift controller 6.
[0025]
Here, the transmission mechanism 4 has, for example, a configuration as shown in FIG. 2, and includes a forward clutch C1 for connecting and disconnecting an output shaft 3a of the torque converter 3 and a transmission 4a such as a gear train. The forward clutch C1 is set to the engaged state when, for example, a drive range is selected. Further, a brake B1 for preventing the output shaft of the transmission 4a from rotating in the reverse direction is provided.
[0026]
As shown in FIG. 3, the control portion according to the present invention includes a hydraulic servo C-1 for engaging the forward clutch C1 by supplying hydraulic pressure, a stop state detecting means 7 for detecting a stop state of the vehicle, and a stop state. A neutral control unit 8 that controls each hydraulic pressure supplied to the hydraulic servo C-1 based on a signal from the detection unit 7.
[0027]
Referring to FIG. 4, the stop state detecting means 7 determines whether or not the vehicle speed is substantially zero (less than or equal to a predetermined vehicle speed) based on a signal from the vehicle speed sensor 13 (step 1), and determines that the vehicle speed is substantially zero. It is determined whether or not the opening θ = 0 (closed state) based on a signal from the throttle opening sensor 14 (step 2), and it is determined that the opening θ = 0, that is, the accelerator pedal is released. In this case, it is determined whether or not the brake pedal is depressed based on the brake switch 15 (step 3). If it is determined that the brake pedal is depressed, it is determined that the vehicle is stopped, and the stop state switch SW1 is determined. Is turned on (step 4), a stop signal is supplied to the neutral control unit 8 (step 5).
[0028]
In other cases, that is, when it is determined that the vehicle speed is not substantially zero, when it is determined that the accelerator pedal is depressed, or when it is determined that the foot brake pedal is released, it is determined that the vehicle is not stopped, It is determined whether the stop state switch SW1 is ON (step 6). If the stop state switch SW1 is ON, the stop state switch SW1 is turned OFF (step 7), and then the non-stop signal is supplied to the neutral control unit 8. (Step 8).
[0029]
As shown in FIG. 3, the neutral control unit 8 includes a neutral control operation unit 9 and a neutral control unit 10. The neutral control operation unit 9 determines that the vehicle is in the stopped state when a stop signal is input from the stop state detection unit 7, and stops the determination of the stopped state when the non-stop signal is input. Further, when a downshift request to be described later is input from the manual selection means 6b or the shift selection mechanism 16, as shown in FIG. 5, it is determined whether or not the vehicle is in a stopped state (step 10). The neutral switch SW2 is turned on (step 11), and an operation signal is supplied to the neutral control means 10 (step 12). When it is determined that the vehicle is not stopped, the neutral control operation means 9 stops the determination of the stopped state, further determines whether the neutral switch SW2 is ON (step 13), and determines whether the neutral switch SW2 is ON. If so, the neutral switch SW2 is turned off (step 14) and a release signal is supplied to the neutral control means 10 (step 15).
[0030]
As shown in FIG. 3, the neutral control means 10 reduces the hydraulic pressure supplied to the hydraulic servo C-1 and sets the forward clutch C1 to the engagement in which the clutch members are brought into contact with each other in a state where slippage is allowed. And a control body 12 for controlling the decompression means 11. Then, when an operation signal is input from the neutral control operation means 9, the control main body 12 reduces the supply oil pressure to the hydraulic servo C- 1 through the pressure reduction means 11, and engages with slippage that does not cause creep. When the pressure is set to a so-called neutral state, and a release signal is input, the pressure reduction of the hydraulic pressure supplied to the hydraulic servo C-1 through the pressure reducing means 11 is released.
[0031]
Here, of the above means, the vehicle stop state detecting means 7, the neutral control operating means 9, and the control main body 12 are provided in the shift controller 6, and the first servo and the pressure reducing means 11 are provided in the hydraulic control means 5. Provided.
[0032]
The speed change controller 6 is connected to various vehicle running state detection sensors for detecting a vehicle running state, such as a vehicle speed sensor 13, a throttle opening sensor 14, and a brake switch 15 for detecting the presence or absence of operation of a brake pedal. , A shift selection mechanism 16 constituting shift selection means is connected. Further, a clutch speed sensor 17 for detecting the speed of the forward clutch C1 is also connected.
[0033]
The operation section of the shift selection mechanism 16 is, for example, as shown in FIG. 6 which is a plan view, and is configured to select by moving the select lever 18 along a substantially H-shaped guide path 19. .
[0034]
More specifically, the guide path 19 includes an automatic transmission guide groove 19a in which an automatic mode range is arranged in a line in the vehicle front-rear direction, and a communication groove extending laterally from a drive range D position in the automatic transmission guide groove 19a. 19c, and a manual transmission guide groove 19b communicating with the communication groove 19c and extending in the vehicle front-rear direction parallel to the automatic transmission guide groove 19a. Then, by moving the select lever 18 to each range position in the automatic transmission guide groove 19a, a range signal corresponding to each range in the automatic mode is supplied to the transmission controller 6. A manual mode switch 20 is disposed in the communication groove 19c, and is turned on when the select lever 18 moves from the automatic transmission guide groove 19a to the manual transmission guide groove 19b. When the automatic transmission is moved from the groove 19b toward the automatic transmission guide groove 19a, the switch is turned off, and the switch signal can be supplied to the transmission controller 6. Further, an upshift switch 21 and a downshift switch 22 are provided at both ends of the guide groove 19b for manual shifting in the extending direction, respectively, and the select lever 18 moved to the guide groove 19b for manual shifting is operated by the switch. Each time the shift switch 21 or 22 contacts one of the shift switches 21 and 22, the shift switch 21 or 22 that is in contact with the shift switch 21 is turned on.
[0035]
The shift controller 6 includes an automatic shift unit 6a and a manual shift unit 6b, and one of the automatic shift unit 6a and the manual shift unit 6b operates based on a signal from the manual mode switch 20. The gear stage is set, and a signal corresponding to the set gear stage is supplied to the hydraulic control means 5. Here, the automatic shifting means 6a automatically sets the shift speed based on the range signal, each signal from the vehicle running state detection sensor, and a preset shift characteristic.
[0036]
The manual shift means 6b changes the gear position in principle by the signals from the upshift switch 21 and the downshift switch 22. However, based on the rotation speed of the engine 1 or the like, the engine 1 is shifted down or up. If there is a risk of causing over-rev or stall, the shift to the gear selected by the driver is prohibited. In addition, even when there is no selection operation by the select lever 18, the manual transmission unit 6 b determines whether or not there is a risk of causing the engine 1 to overrev or stall unless the downshift or upshift is performed. Irrespective of the intention of the driver, a downshift or upshift command is forcibly issued to set the gear position.
[0037]
Here, the processing content of the control for shifting by the hydraulic control means 5, the automatic transmission means 6a, and the manual transmission means 6b is the same control as that of the control device of the normal automatic transmission 2, so that the detailed description thereof will be made. Omitted.
[0038]
The configuration of the above-described pressure reducing means 11 provided in the hydraulic pressure controlling means 5 is the same as that of the conventional pressure reducing means 11 used in the neutral control in the automatic mode. For example, as shown in FIG. A hydraulic control valve 11a for accurately controlling the C1 clutch hydraulic pressure of C-1, a neutral relay valve 11c for separating the direct control of the C1 clutch hydraulic pressure by the linear solenoid 11b and a normal line pressure control, and the neutral relay valve 11c And an ON / OFF solenoid 11d for switching the state.
[0039]
When an operation signal is input, the control body 12 provided in the shift controller 6 switches the neutral relay valve 11c directly to the control side through the ON / OFF solenoid 11d, and reduces the clutch pressure of the forward clutch C1 through the linear solenoid 11b. The pressure is gradually reduced to a predetermined engagement pressure to be in a neutral state. When a release signal is input, the neutral control is released by switching the neutral relay valve 11c to the line pressure control side through the ON / OFF solenoid 11d.
[0040]
Here, in order to minimize the time lag at the time of the next engagement, the predetermined engagement pressure is adjusted, for example, to a pressure that holds the clutch piston at the piston stroke end position where the drag torque is minimized.
[0041]
Next, the operation, effects, and the like of the control device for an automatic transmission having the above configuration will be described.
When the select lever 18 is moved from the position of the D range in the automatic transmission guide groove 19a to the manual transmission guide groove 19b through the communication groove 19c, the manual mode is selected.
[0042]
Each time the select lever 18 is moved to the upshift switch side during traveling in the manual mode state, an upshift request is supplied to the shift controller 6 to shift the gear by one step, and the select lever 18 is shifted. Each time the gear is moved to the downshift switch 22, a downshift request is supplied to the shift controller 6, and the shift speed is shifted down by one step.
[0043]
In this manual mode, the vehicle is stopped when the accelerator pedal is released and the brake pedal is depressed in order to temporarily stop due to traffic congestion, signal waiting, or the like. Then, the stop state detection means 7 determines that the vehicle is in the stop state, and a stop signal is supplied to the neutral control operation means 9.
[0044]
In this state, for example, when the accelerator pedal is depressed again to prepare for starting, the stopped state detecting means 7 determines that the vehicle is not stopped, and a non-stop signal is supplied to the neutral control operation means 9 to release the stopped state. You.
[0045]
When the driver operates the select lever 18 to move the shift lever 22 to the downshift switch 22 when the stop signal is supplied and the neutral control operation means 9 determines that the vehicle is stopped, a downshift request is supplied. Then, the neutral control operation means 9 supplies an operation signal to the control main body 12, and the control main body 12 puts the forward clutch C1 through the pressure reducing means 11 into an engagement state with slippage, and the automatic transmission 2 is brought into the neutral state. Transition.
[0046]
As described above, in the present embodiment, when the vehicle is temporarily stopped, the selector lever 18 is simply moved to the downshift switch 22 once, that is, with a simple shift operation, the driving mode is in the neutral state even in the manual mode. The fuel consumption during idling while the vehicle is stopped is reduced.
[0047]
In this state, for example, when the brake pedal is depressed for starting and the brake pedal is released, a release signal is supplied to the control main body 12 to release the neutral control and return to the normal manual mode state.
[0048]
At this time, since the forward clutch C1 returns from the engaged state with slippage, the time lag for returning from the neutral state to the normal manual mode state is small.
[0049]
Here, it is preferable that the manual shifting means 6b has a control configuration in which the gear is changed to the lowest gear (first speed) when the vehicle is temporarily stopped. As described above, in the configuration in which the shift speed is shifted to the first speed when the vehicle is temporarily stopped, the act of the driver moving the select lever 18 to the downshift switch 22 while the vehicle is stopped is not the intention of the downshift. This is because it is possible to reliably determine that the shift to the neutral state has been desired.
[0050]
However, even in the case of a control configuration in which the shift speed during traveling is maintained when the vehicle is temporarily stopped, for example, when a downshift request operation is performed twice consecutively, it is regarded as a request for neutral control. Thus, the driver's intention can be surely reflected.
[0051]
Further, the neutral control is performed only when the shift speed is the lowest shift speed, so that the intention of the driver can be reliably reflected.
Further, the shift selection mechanism 16 is not limited to the above-described guide path 19 of the select lever 18 having a substantially H shape in a plan view. It is effective for those that have.
[0052]
In the shift selection mechanism 16 of the present embodiment, conventionally, in order to shift to the neutral state while the vehicle is stopped, it is necessary to move the select lever 18 to the D range and temporarily change the mode from the manual mode to the automatic mode. In addition, when the vehicle is started from the stopped state, a shift operation of moving the select lever 18 to the manual transmission guide groove side is necessary again. In the present embodiment, the select lever 18 is simply kept in the manual mode. Is merely moved to the downshift switch 22 side, and the shift operation is simplified.
[0053]
When the forward clutch C1 is slid into the neutral state, the hill hold control may be performed by supplying the hydraulic pressure to the hydraulic servo of the brake B1 together with the neutral control to perform the engagement.
[0054]
Next, a second embodiment will be described. The same components as those in the first embodiment are denoted by the same reference numerals, and description thereof will be omitted.
The basic configuration of the present invention is the same as that of the first embodiment. However, as shown in FIG. 8, the neutral control operating means 9 constitutes an N range setting operating means 31, and the neutral control means 10 comprises , N range setting means 32. The difference is that the predetermined engagement pressure when the clutch is depressurized by the decompression means 11 is set to a pressure that completely releases the clutch.
[0055]
As a result, the load on the output shaft of the torque converter 3 is minimized, so that the effect of reducing the idling fuel consumption during stopping compared to the first embodiment can be maximized, and the clutch can be disengaged. Since it is only necessary to set the pressure to be completely released, the pressure reducing means 11 and the control main body 12 can have a simpler configuration than in the first embodiment.
[0056]
However, since the forward clutch C1 is completely released, the time lag for returning from the N range state to the normal manual operation is longer than that in the first embodiment.
Other operations and effects are the same as those of the first embodiment.
[0057]
【The invention's effect】
As described above, when the first aspect of the present invention is employed, the neutral control state can be set during the temporary stop by a simple shift operation even in the manual mode. In other words, there is an effect that the fuel efficiency during a stop can be reduced by a simple shift operation even in the manual mode.
[0058]
In particular, when the invention of claim 2 is adopted, there is an effect that the intention of the driver can be reliably estimated.
In addition, when the invention of claim 3 is employed, even in the manual mode, the vehicle can be brought into the neutral range state while the vehicle is stopped by a simple shift operation. In other words, there is an effect that the fuel efficiency during a stop can be reduced by a simple shift operation even in the manual mode.
[0059]
In particular, when the invention according to claim 4 is employed, even if a shift selecting means having a so-called H-shaped guideway is employed, a transition to a neutral control state or a neutral range state at the time of a temporary stop such as traffic jam or signal waiting is made. This has the effect of greatly simplifying the shift operation for this purpose.
[0060]
Further, when the invention of claim 5 is adopted, the operation for requesting the downshifting can surely mean the shift to the neutral control or the neutral range, and the intention of the driver can be surely reflected. effective.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing a control device for an automatic transmission according to a first embodiment of the present invention.
FIG. 2 is a diagram illustrating an example of a skeleton of the automatic transmission according to the first embodiment of the present invention.
FIG. 3 is a diagram showing a control part according to the first embodiment of the present invention.
FIG. 4 is a diagram showing a process of a vehicle stop state detecting means.
FIG. 5 is a diagram showing a processing example of a neutral control operation means.
FIG. 6 is a plan view showing an operation unit of a shift selection unit according to the first embodiment of the present invention.
FIG. 7 is a schematic diagram showing a neutral control unit according to the first embodiment of the present invention.
FIG. 8 is a diagram showing a control part according to a second embodiment of the present invention.
[Explanation of symbols]
1 engine
2 Automatic transmission
3 Torque converter
4 Transmission mechanism
5 Hydraulic control means
6 Speed change controller
7 Stop state detection means
8 Neutral control section
9 Neutral control actuation means
10 Neutral control means
11 Decompression means
11a Hydraulic control valve
11b Linear solenoid valve
11c Neutral relay valve
11d ON / OFF solenoid
12 control body
13 Vehicle speed sensor
14 Throttle opening sensor
15 Brake switch
16 Shift selection mechanism
18 Select lever
19 H-shaped guideway
19a Guide groove for automatic transmission
19b Guide groove for manual shifting
19c communication groove
21 Upshift switch
22 Downshift switch
31 N range setting operation means
32 N range setting means 32
C1 forward clutch
C-1 Hydraulic servo for forward clutch
B1 brake

Claims (5)

Automatic mode automatic speed change means for automatically setting the speed based on the traveling state of the vehicle, manual mode manual speed change for setting the speed based on selection by manual operation, and the automatic speed change means or manual speed change Shift control means for shifting the shift speed of the automatic transmission to the shift speed set by the shift means. The automatic shift means and the manual shift means can be selected via shift selection means. In an automatic transmission control device capable of supplying an upshift request or a downshift request in the manual mode state to the manual transmission means by manually operating the selection means,
Neutral control means for reducing the engagement pressure of the forward clutch of the automatic transmission to be in the neutral state, even in the forward range,
Stop state detection means for detecting a stop state of the vehicle when the vehicle speed is equal to or lower than a predetermined vehicle speed, the accelerator pedal is released, and the foot brake pedal is depressed,
When it is determined that the vehicle is in a stopped state based on the stop state detecting means, and when it is determined that a manual shift means is selected by the shift selection mechanism and a downshift request is output, the neutral control is performed. A control device for an automatic transmission, comprising: neutral control operating means for operating the means. The neutral control operating means activates the neutral control means when it is determined based on the stop state detecting means that the vehicle is in a stopped state, and when it is determined that a downshift request has been output at the lowest gear. The control device for an automatic transmission according to claim 1, wherein the control is performed. Automatic mode automatic speed change means for automatically setting the speed based on the traveling state of the vehicle, manual mode manual speed change for setting the speed based on selection by manual operation, and the automatic speed change means or manual speed change Shift control means for shifting the shift speed of the automatic transmission to the shift speed set by the shift means. The automatic shift means and the manual shift means can be selected via shift selection means. In an automatic transmission control device capable of supplying an upshift request or a downshift request in the manual mode state to the manual transmission means by manually operating the selection means,
N range setting means for disengaging the forward clutch of the automatic transmission and setting the neutral range state;
Stop state detection means for detecting a stop state of the vehicle when the vehicle speed is equal to or lower than a predetermined vehicle speed, the accelerator pedal is released, and the foot brake pedal is depressed,
When it is determined that the vehicle is in a stopped state based on the stop state detecting means, and when it is determined that the manual shift means is selected by the shift selection mechanism and a downshift request is output, the N range A control device for an automatic transmission, comprising: N range setting operation means for operating the setting means. The operation unit of the shift selection means is provided with a guide groove for automatic transmission for selection in the automatic mode and a guide groove for manual transmission for selection in the manual mode, and the two guide grooves communicate with each other. 4. A mechanism having a substantially H-shaped guide path formed by operating a select lever along the guide path to perform each selection. Control device for automatic transmission. The control device for an automatic transmission according to any one of claims 1 to 4, wherein the manual shift means sets a shift speed to a lowest shift speed when the vehicle speed is determined to be equal to or lower than a predetermined vehicle speed. .

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