JP4178573B2 - Control device for automatic transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to a control device for an automatic transmission that is particularly suitably applied mainly to a continuously variable transmission such as a friction type (for example, a toroidal type).
[0002]
[Prior art]
  2. Description of the Related Art Conventionally, as a control device for an automatic transmission, a continuously variable transmission capable of changing a gear position continuously is known, and for example, a control device for a toroidal type continuously variable transmission is known (for example, (See JP-A-6-101754). In such a continuously variable transmission, generally, as illustrated in FIG. 3, a shift that draws a line for determining the target engine speed for each throttle opening with the vehicle speed as the horizontal axis and the target engine speed as the vertical axis. A diagram (shift map) is provided, and the target engine speed is determined from the vehicle speed at that time and the throttle opening linked to the accelerator operation of the driver, and the gear ratio is changed so as to be the target engine speed It is controlled.
[0003]
[Problems to be solved by the invention]
  However, in the above conventional automatic transmission control device, the engine speed is increased in response to the acceleration request by the driver's accelerator depression, and the speed change steplessly satisfies the acceleration request quickly and smoothly. Although it is possible, there is a risk that fuel consumption will deteriorate due to changes in the engine speed.
[0004]
  That is, the shift map used for the shift control of the toroidal-type continuously variable transmission is generally determined in advance so that the fuel consumption, vibration, noise, and the like are the lowest through experiments, but as the accelerator is depressed, Since the engine speed increases, fuel consumption is inevitably deteriorated.
[0005]
  On the other hand, if the shift control is performed with emphasis only on the fuel efficiency, that is, only on the economy, the driver's acceleration request cannot be satisfied, and it becomes difficult to cope with the actual driving situation.
[0006]
  Furthermore, the driver's acceleration / deceleration request varies depending on the driving area, road conditions, driving environment, etc. For example, on mountain roads, shifting control that satisfies the driver's acceleration / deceleration request with high responsiveness is emphasized, while acceleration on highways etc. The economy (fuel economy) tends to be more important than the characteristics.
[0007]
The present invention has been made in view of such circumstances, and an object of the present invention is to provide a control device for an automatic transmission that can achieve both fuel efficiency and acceleration.
[0008]
[Means for Solving the Problems]
  In order to achieve the above object, the present invention provides a gear position.NothingOn the premise that the speed change mechanism that can be changed in stages and a control means for controlling the speed change mechanism are provided, the control means determines the driving state of the vehicle including at least a value related to the acceleration request of the driver and a value related to the engine speed. Operating state detecting means for detecting and engineGoalsA first shift mode control unit that executes a first shift mode that changes the gear position in the transmission mechanism while maintaining the rotation speed at a predetermined constant rotation speed, and a driver acceleration request detected by the driving state detection means And a second shift mode control unit for executing a second shift mode for changing the shift stage so that the engine speed approaches a target speed corresponding to the driver's acceleration request, and receiving a specific signal and Shift mode switching means for switching between control by the first shift mode control section and control by the second shift mode control section, and engine rotation detected by the operating state detection means during execution of the first shift mode. Based on the value related to the number, the absolute value of the difference between the current engine speed and the constant speed isCorresponding to the response delay of the shift control by the first shift mode control unitA determination means for determining whether or not the rotation speed is equal to or higher than a preset determination rotation speed, and the determination means allows the absolute value of the difference in rotation speed to be equal to or higher than the determination rotation speed;IsIf it is determined, the engine output is corrected so that the absolute value of the difference in the rotational speeds is reduced.On the other hand, if it is determined that the engine speed is not equal to or higher than the determined rotational speed, the engine output is not corrected.It has a basic configuration that it includes a correcting means.
[0009]
  Here, as the “transmission mechanism”, it is particularly preferable to use various continuously variable transmission mechanisms such as a toroidal type and a belt type which are friction type transmission mechanisms. Further, as the “predetermined constant rotational speed”, the economic rotational speed determined according to the engine as the rotational speed at which the fuel efficiency becomes the best, or the running state when the first shift mode is selected can be maintained. It is preferable to employ the minimum number of rotations. Further, the switching by the shift mode switching means may be switched by the driver's own selection or automatically based on information such as the driving environment.
[0010]
  In the case of the above configuration, when the shift control is switched to the first shift mode by the first shift mode control unit by the shift mode switching means, the engineGoalsWhile maintaining the rotational speed at a constant rotational speed, the gear position is continuously changed in accordance with fluctuations in the driver's accelerator operation. As a result, while satisfying the driver's intention of acceleration / deceleration, BurningCosts can be improved. Conversely, when the shift control is switched to the second shift mode by the second shift mode control unit by the shift mode switching means, the shift stage is changed so as to approach the target rotational speed according to the driver's acceleration request. As a result, it becomes possible to quickly change the traveling of the vehicle in response to the acceleration request of the driver. By switching the shift control by the shift mode switching means, it becomes possible to selectively use the first shift mode in which the fuel efficiency is emphasized as described above and the second shift mode in which the acceleration is emphasized. Compatibility with sex will be achieved.
[0011]
  By the way, in the first shift mode, the engineGoalsWhile maintaining the engine speed at a constant engine speed, the engine load can be changed with relatively high responsiveness, but there is a slight response delay before the gear ratio is changed to the target value.ofTo engine speedIsA small amount of fluctuation (flickering) has occurred.Yeah.
[0012]
  In this regard, in the above configuration, the absolute value of the difference between the current engine speed and the constant speed is determined by the determination unit during execution of the first speed change mode.Corresponding to the response delay of shift controlIt is determined whether or not the rotation speed is equal to or higher than a preset rotation speed. If the rotation speed is equal to or higher than the determination rotation speed, the engine output is corrected by the correction means so that the absolute value of the difference between the rotation speeds is reduced. This prevents the above wobbling and reduces the engine speed.RoughlyCan be kept constant.
[0013]
  The determination rotational speed may be set so as to be smaller than that in the warm state when the engine is cold, for example, according to the temperature state of the engine. Depending on the state, it may be set such that the smaller the accelerator opening change rate, the smaller the value.
[0014]
  In the present invention, the claims4As described, the engine maintained constant by the first shift mode control unitGoalsWhen the speed is switched to the first speed change mode by setting the speed to the economic speed in the fuel efficiency characteristics of the engineMostHigh economic efficiency.
[0015]
  Further, the following signals are employed as specific signals for executing switching by the shift mode switching means. Ie, DeBy adopting a mode selection signal from a manual operation switch that is manually operated by a driver, it is possible to switch between the first shift mode and the second shift mode by the driver's own selection, It is possible to use different shift modes according to the situation. Also, as the specific signal,carBy adopting a mode designation signal based on a driving mode command signal or a restriction signal transmitted from the outside and received by the host vehicle, for example, an external information signal transmitted from a beacon or ITS (Inteligent Transport System), Accordingly, it becomes possible to automatically switch to the optimum shift mode. Furthermore, as the specific signalThe groundBy adopting a road condition signal that is input based on the area information recorded in the figure information, for example, a road condition signal that is input based on the area information that the vehicle is traveling from a navigation system mounted on the vehicle, It becomes possible to automatically switch to the optimum shift mode according to the road condition.
[0016]
  Further, in the switching by the shift mode switching means, the claim5If the allowable control unit controls the switching from the second speed change mode to the first speed change mode only in an achievable region predetermined by the engine characteristics as described, for example, the vehicle speed at the time of the change is high. Even when the gear position is changed to the maximum gear ratio, the running state at the time of switching is determined by the engine characteristics, such as when the vehicle speed at the time of switching cannot be achieved at the specific speed that is maintained constant in the first speed change mode. Therefore, the switching can be performed only in an area that can be achieved or maintained. Therefore, even if a relatively low economic rotational speed is set as the specific rotational speed, it can be maintained without causing fluctuations in the running state.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
  Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0018]
  FIG. 1 schematically shows a vehicle to which an embodiment of the present invention is applied, wherein 1 is an engine, 2 is a toroidal continuously variable transmission as a speed change mechanism for continuously changing the rotational power of the engine 1. , 3 and 3 are drive wheels (front wheels or rear wheels) to which rotational power is transmitted via the continuously variable transmission 2, and 4 is a control means for controlling the operation of the engine 1 and the shift control of the continuously variable transmission 2. As a control unit.
[0019]
  The continuously variable transmission 2 includes a pair of input-side disks 21 and 21 that are integrally connected to an input shaft 11 from the engine 1, an output-side disk 22 that is loosely fitted to the input shaft 11, and the input The friction rollers 23, 23,... That transmit torque by frictional contact with the disks 21, 21, 22 on the output side and the output side, and the tilt angle of the friction rollers 23 are changed by hydraulic operation, not shown. The change mechanism is provided. Then, by changing the rotation angle of the contact point with each disk 21, 23 by changing the tilt angle of each friction roller 23, the rotational power input from the input shaft 11 is steplessly shifted to the output side. This is transmitted to each of the driving wheels 3 via the disk 22. That is, the gear ratio is changed by changing the tilt angle, and the value of the tilt angle represents the value of the gear ratio.
[0020]
  The control unit 4 receives, as input signals, a detection value from the accelerator sensor 61 for the amount of operation of the accelerator pedal 51 by the driver (accelerator opening) and a detection value from the rotation speed sensor 62 for the current rotation speed of the engine 1. The detected value of the current vehicle speed from the vehicle speed sensor 63, and the mode of whether the shift mode is selected from "Economy mode" or "Power mode" to be described later from the manual switch 64 switched by manual operation of the driver A selection signal and a mode designation signal based on an external signal such as a beacon and ITS received by the receiver 65 are input. The accelerator sensor 61, the rotation speed sensor 62, the vehicle speed sensor 63, and the like constitute driving state detection means 6 that detects the driving state of the vehicle.
[0021]
  The control unit 4 receives the input signals and performs normal engine control such as throttle control, ignition control, and intake control based on the accelerator opening, and the continuously variable transmission 2 is set in the first shift mode. The shift control is divided into the economy mode and the power mode as the second shift mode. That is, the control unit 4 includes an economy mode control unit that performs shift control with an emphasis on fuel consumption by performing shift control of the continuously variable transmission 2 so as to keep the engine speed constant at a predetermined speed, and an accelerator opening. A power mode control unit that performs shift control with an emphasis on acceleration by performing shift control of the continuously variable transmission 2 so as to approach a target rotational speed according to a driver's acceleration request based on a change in degree, and particularly the economy mode An engine speed correction control unit that prevents fluctuations in the engine speed due to the response delay of the shift control by the control unit by correction control on the engine 1 side.
[0022]
  The shift control and correction control by each control unit will be specifically described with reference to FIGS. FIG. 2 shows the basic control of the speed change control. First, in step S1, the basic control is performed in step S1 such as the current engine speed Ne from the speed sensor 62, the current vehicle speed V from the vehicle speed sensor 62, and the accelerator sensor. The current accelerator opening Ap from 61 is input. Next, in step S2, the target vehicle speed Vo is determined from the vehicle speed V, the accelerator opening Ap, and the rate of change of the accelerator opening Ap from the previous time (accelerator opening change rate). The target vehicle speed Vo is determined so as to increase the target vehicle speed Vo because the driver's acceleration request is larger as the accelerator opening Ap and the accelerator opening change rate are larger. Specifically, the speed difference applied to the current vehicle speed V or the target vehicle speed change rate multiplied by the vehicle speed V is changed to be larger as the accelerator opening Ap or the accelerator opening change rate is larger.
[0023]
  In step S3, it is determined whether the speed change mode based on the mode selection signal based on the mode selection signal from the manual switch 64 or the external signal received by the receiver 65 is the power mode or the economy mode. As described above, the signal used in this determination may be used with both the manual switch 64 and the receiver 65 being used in combination with a rule as to which one of the signals is preferentially applied. The determination may be made based only on the signal from either one of the devices 65. Further, although not shown in FIG. 1, regional information based on the map information is received from a navigation unit mounted on the vehicle, and either an economy mode or a power mode is appropriately changed according to the regional information. A mode may be set and the determination may be performed based on the set selection signal.
[0024]
  If the selected transmission mode is the power mode, the transmission mode flag Fe is set to “0” in step S4, and then the power mode transmission control SUB1 is performed. The power mode shift control SUB1 determines a target engine speed and a shift stage at that time based on a shift map (see FIG. 3) stored and set in the control unit 4 in advance, and each friction roller of the continuously variable transmission 2 While changing the tilt angle (speed ratio) of 23, feedback control based on the target engine speed is performed on the engine 1. That is, the normal continuously variable transmission control in the continuously variable transmission 2 is performed. Then, the routine returns after an engine speed correction control SUB3 described later.
[0025]
  On the other hand, if the speed change mode selected in step S3 is the economy mode, the speed change mode flag Fe is set to “1” in step S5, and the target vehicle speed Vo determined in step S2 in step S6 is achieved at the economic rotational speed Nec. Determine whether it is possible. That is, the economic rotational speed Nec (for example, 2500 rpm) is determined in advance as the rotational speed at which the fuel consumption of the engine 1 is the best. In step S6, the engine rotational speed is constant at the relatively low economic rotational speed Nec. It is determined whether or not the target vehicle speed Vo can be achieved within the speed change range of the continuously variable transmission 2 when fixed to. For example, the relationship between the target vehicle speed Vo and the limit attainable rotational speed at which the vehicle speed value can be achieved is obtained by experiment in advance with respect to the engine 1 and is stored in the control unit 4 and set based on this table. Thus, it may be determined whether or not the target vehicle speed Vo can be achieved. Alternatively, in the engine 1, since the torque characteristic with respect to the rotational speed is determined, a vehicle speed value that cannot be achieved by the economic rotational speed Nec is obtained from the torque characteristic. For this reason, it may be determined whether or not the target vehicle speed Vo can be achieved at the above-described economic rotational speed Nec.
[0026]
  When the target vehicle speed Vo can be achieved at the economic speed Nec, the economic speed Nec is set to the fixed speed as it is to the economy mode shift control SUB2, and when the target vehicle speed Vo cannot be achieved at the economic speed Nec, the target speed is fixed. After changing the speed from the economic speed Nec to the lowest speed that can achieve the target vehicle speed Vo (step S7), the process proceeds to the economy mode shift control SUB2. In other words, when the economy mode is selected, the target vehicle speed is, for example, extremely high (for example, 120 km / h), and even if the speed ratio of the continuously variable transmission 2 is maximized, the target vehicle speed cannot be achieved at the economic rotational speed Nec. The number of revolutions is slightly increased from the number of revolutions Nec that achieves the highest economy, that is, the lowest number of revolutions within the range of revolutions that can achieve the target vehicle speed although being slightly less economical. Is set as the fixed rotational speed used in the economy mode shift control SUB2.
[0027]
  Then, an economy mode shift control SUB2 that feedback-controls the speed ratio so that the target vehicle speed Vo is achieved while the engine speed is fixed, and fluctuations in the engine speed due to a response delay during the shift control. The engine speed correction control SUB3 to be prevented is performed, and the process returns.
[0028]
  Of the above controls, steps S6 and S7 constitute an allowable control unit 41, step S3 constitutes a shift mode switching means 42, economy mode shift control SUB2 constitutes a first shift mode control unit, and a power mode shift. The control SUB1 constitutes a second shift mode shift control unit.
[0029]
  As shown in FIG. 4, the economy mode shift control SUB2 first reads the current gear ratio (tilt angle) in step S8, and determines the apparent target gear ratio (target tilt angle) θo in step S9. The target speed ratio θo is determined by changing the engine speed at a fixed speed (economic speed Nec or the speed changed in step S7) and maintaining the target vehicle speed Vo at the fixed speed. This is done by determining the ratio. In step S10, the apparent gear ratio change amount Δθ is obtained by subtracting the current gear ratio θ from the apparent target gear ratio θo.
[0030]
  Next, in steps S11 to S14, a change control is performed in which a target value (final target speed ratio θon) is determined overshooting the apparent target speed ratio θo so as to approach the target speed ratio θo at an early stage. That is, first, in step S11, the change rate α is obtained by the following equation.
[0031]
      α = | V-Vo | / V
Next, in step S12, an overshoot rate β (β ≧ 1.0) is obtained from the value of the change rate α. For example, as shown in FIG. 5, a map is provided in which the relationship between α and β is predetermined so that the overshoot rate β increases rapidly as the change rate α increases, and the overshoot rate β corresponding to the change rate α is determined from this map. Read the value. In step S13, the overshoot ratio β is multiplied by the apparent required speed ratio change amount Δθ to obtain a target speed ratio change amount Δθo. In step S14, the target speed ratio change amount Δθo is an apparent target speed ratio. In addition to θo, the final target speed ratio θon is determined.
[0032]
  Finally, the speed ratio of the continuously variable transmission 2, that is, the tilt angle of each friction roller 23 is changed to the final target speed ratio θon determined in step S14, and the next engine speed correction control SUB3 is performed. .
[0033]
  In the engine speed correction control SUB3, particularly in the economy mode shift control SUB2, the engine load is changed with a relatively high response by changing the driver's accelerator opening, but the speed ratio is changed to the target value. Since there is a slight response delay, there is a possibility that a slight amount of fluctuation may occur in the engine speed even if it is attempted to maintain the fixed speed. For example, if the accelerator is greatly depressed by the driver during economy mode shift control, the shift operation for keeping the engine speed constant may not be in time, and there may be some fluctuation (variation) in the engine speed. . The engine speed correction control SUB3 is to add correction control on the engine 1 side so that such fluctuations are prevented and the engine speed is always kept constant.
[0034]
  Specifically, as shown in FIG. 6, it is determined in step S16 whether or not the shift mode flag Fe is “1”. If it is “1”, it is determined that economy mode shift control is being performed and the target is determined in step S17. The throttle opening TVOo is determined by substituting the current throttle opening. In step S18, it is determined whether or not the absolute value of the difference between the fixed engine speed Net and the current engine speed Ne is lower than a preset determination speed Ne (for example, 100 rpm). That is, it is determined whether or not the actual engine speed Ne is within a range of ± Nes centered on the fixed engine speed Net that is maintained constant in the economy mode.engineIf the deviation (disturbance) of the actual engine speed Ne with respect to the rotational speed Net is within the determined rotational speed Ne, the process proceeds to step S19, and the current throttle opening TVO determined in step S17 is set to the target throttle opening. Output as TVOo degree. On the other hand, if the amount of deviation is larger than the determination rotational speed Nes, the throttle opening is corrected in steps S20 to S22 because it is an unacceptable disturbance.
[0035]
  As the determination rotational speed Nes, a predetermined fixed value (for example, 100 rpm) may be employed, but a value that varies depending on the operating state of the engine 1 may be employed. For example, the value of the determination rotational speed Nes may be changed depending on whether the rate of change in the accelerator opening is large or the engine 1 is cold or warm. That is, as the accelerator opening change rate increases, the response delay of the shift operation tends to increase, and therefore, as shown in FIG. 7, the accelerator opening change rate ΔAp becomes larger as the value of the determination rotational speed Nes. Make it smaller. At this time, the determination rotational speed Nes is set to a smaller value when the engine 1 is cold than when the engine 1 is warm.
[0036]
  In step S20, it is determined whether the actual engine speed Ne is shifted to a lower side or a higher side than the fixed engine speed Net, and if it is shifted to a lower side, the target throttle opening TVOo is determined in step S21. Then, the engine speed is slightly increased by changing the current throttle opening TVO to a value obtained by adding a predetermined correction amount γ and outputting the target throttle opening TVOo (step S19). On the contrary, if it is shifted to the higher side, in step S22, the target throttle opening TVOo is set to a value obtained by subtracting a predetermined correction amount γ from the current throttle opening TVO, and the target throttle opening TVO is output (step S19). Reduce the engine speed slightly. The correction amount γ may be changed each time according to the operating state of the engine 1 as in the case of the above-described determination rotational speed Nes.
[0037]
  On the other hand, if the speed change mode Fe is “0” in the initial step S16, it is the power mode, so the process proceeds to step S23, where the target throttle opening TVOo is determined to the current vehicle speed V and accelerator opening Ap. The target throttle opening TVOo is output in step S19.
<Other embodiments>
  In addition, this invention is not limited to the said embodiment, Various other embodiments are included. That is, in the above embodiment, the engine speed correction control SUB3 is performed by correcting the throttle opening. However, the present invention is not limited to this, and for example, ignition timing change control is performed as correction control for correcting the engine speed disturbance. The engine rotational speed disturbance may be corrected by.
[0038]
【The invention's effect】
  As described above, according to the automatic transmission control device of the present invention, the shift mode is changed by switching between the shift control by the first shift mode control unit and the shift control by the second shift mode control unit by the shift mode switching means. As a result, it becomes possible to selectively use the first shift mode in which fuel efficiency is emphasized and the second shift mode in which acceleration is emphasized, so that both economy and acceleration can be achieved. Further, in the first speed change mode, fluctuations in engine speed due to response delay in speed change control can be prevented by correction control on the engine side.
[0039]
  Further, by adopting the economic rotational speed as the engine rotational speed that is kept constant in the first speed change mode, the highest economic efficiency can be obtained even when switching to the first speed change mode.
[0040]
  Further, if a switching signal by manual operation is adopted as the specific signal for executing switching by the shift mode switching means, it is possible to switch between the first shift mode and the second shift mode by the driver's own free selection. If the external information signal is adopted, it becomes possible to automatically switch to the optimum shift mode according to the conditions such as the driving environment, and the road condition signal input based on the regional information If it is adopted, it becomes possible to automatically switch to the optimum shift mode according to the road condition.
[0041]
  Furthermore, if the allowable control unit controls the switching from the second speed change mode to the first speed change mode only in an achievable region predetermined by the engine characteristics, it is compared as a specific rotation speed that is maintained constant. Even when the economical rotational speed is set to be low, the specific rotational speed can be reliably maintained without causing fluctuations in the traveling state.
[Brief description of the drawings]
FIG. 1 is a schematic diagram of a vehicle to which an embodiment of the present invention is applied.
FIG. 2 is a flowchart showing control of a control unit.
FIG. 3 is a shift diagram as a shift map of a continuously variable transmission.
FIG. 4 is a flowchart showing economy mode shift control.
FIG. 5 is a relationship diagram between a change rate α and an overshoot rate β.
FIG. 6 is a flowchart showing engine speed correction control.
FIG. 7 is a relationship diagram between an accelerator opening change rate and a determined rotational speed.
[Explanation of symbols]
2 Continuously variable transmission (transmission mechanism)
4 Control unit (control means)
6 Operating state detection means
41 Allowable control unit
42 Shift mode switching means
64 Manual operation switch
SUB1 Power mode shift control (second shift mode control unit)
SUB2 Economy mode shift control (first shift mode control unit)

Claims (5)

A speed change mechanism capable of changing the speed change steplessly , and a control means for controlling the speed change mechanism,
The control means is
Driving state detection means for detecting the driving state of the vehicle including at least a value related to the acceleration request of the driver and a value related to the engine speed;
A first shift mode control unit that executes a first shift mode that changes a gear position in the transmission mechanism while maintaining a target engine speed at a predetermined constant speed;
Based on the driver's acceleration request detected by the driving state detecting means, a second shift mode is executed to change the gear position so that the engine speed approaches the target speed corresponding to the driver's acceleration request. A two-speed mode control unit;
Shift mode switching means for receiving the specific signal and switching between the control by the first shift mode control unit and the control by the second shift mode control unit;
Based on a value related to the engine speed detected by the operating state detecting means during execution of the first shift mode, the absolute value of the difference between the current engine speed and the constant speed is the first speed . Determination means for determining whether or not the rotation speed is equal to or higher than a predetermined determination rotation speed in association with a response delay of the shift control by the shift mode control unit ;
If the determination means determines that the absolute value of the difference between the rotational speeds is greater than or equal to the determined rotational speed, the engine output is corrected so that the absolute value of the difference between the rotational speeds is reduced, while at least the determined rotational speed. And a correction means for correcting the engine output if it is determined that the engine output is not determined. A speed change mechanism capable of changing the speed change steplessly, and a control means for controlling the speed change mechanism,
The control means is
Driving state detection means for detecting the driving state of the vehicle including at least a value related to the acceleration request of the driver and a value related to the engine speed;
A first shift mode control unit that executes a first shift mode that changes a gear position in the transmission mechanism while maintaining a target engine speed at a predetermined constant speed;
Based on the driver's acceleration request detected by the driving state detecting means, a second shift mode is executed to change the gear position so that the engine speed approaches the target speed corresponding to the driver's acceleration request. A two-speed mode control unit;
Shift mode switching means for receiving the specific signal and switching between the control by the first shift mode control unit and the control by the second shift mode control unit;
The absolute value of the difference between the current engine speed and the constant engine speed is preliminarily determined based on a value related to the engine speed detected by the operating state detecting means during execution of the first shift mode. Determination means for determining whether or not the rotation speed is equal to or higher than a determination rotation speed set in association with a response delay of the shift control by the one shift mode control unit;
If the determination means determines that the absolute value of the difference between the rotational speeds is greater than or equal to the determined rotational speed, the engine output is corrected so that the absolute value of the difference between the rotational speeds is reduced, while at least the determined rotational speed. If it is determined that the engine output is not, a correction unit that does not correct the engine output is provided.
The control apparatus for an automatic transmission , wherein the determination rotational speed is set to be a smaller value when the engine is cold than when the engine is warm according to the temperature state of the engine . In either claim 1 or 2 ,
The control device for an automatic transmission , wherein the determination rotational speed is set to be smaller as the accelerator opening change rate is larger, according to the operating state of the engine . In any one of claims 1 to 3,
The engine speed maintained constant by the first speed change mode control unit is an economic speed in the fuel consumption characteristics of the engine.
A control device for an automatic transmission. In any one of claims 1 to 3,
The control means
A permissible control unit that allows switching by the switching means from the control by the second shift mode control unit to the control by the first shift mode control unit only in an achievable region determined in advance by engine characteristics <br / > A control device for an automatic transmission .

Images