JP5035222B2 - Control device and control method for automatic transmission - Google Patents

Description

  The present invention relates to control of an automatic transmission, and more particularly to control of an automatic transmission in which a control range (hereinafter also referred to as “shift range”) is switched in accordance with a signal that detects a driver's shift operation.

  Conventionally, a system (shift-by-wire system) that switches a control range of an automatic transmission by electrically controlling a shift switching mechanism in accordance with a signal that detects a driver's shift operation is known.

  According to such a shift-by-wire system, there is no need to mechanically connect the shift lever and the shift switching mechanism. Therefore, there is no restriction on the layout when these components are mounted on the vehicle, and the degree of design freedom can be increased. A technique using a momentary type shift lever as a shift lever in such a shift-by-wire system is disclosed in Japanese Patent Laying-Open No. 2005-7993 (Patent Document 1).

  A transmission shift operation device disclosed in Japanese Patent Laid-Open No. 2005-7993 includes a path that reaches a plurality of shift positions, and a momentary-type movable unit that is operated so as to move the path by a driver. The movable portion is held at a predetermined neutral position when not operated by the driver. The shift operation device includes a recognition unit that recognizes a shift position requested by the driver by holding the movable unit at the shift position for a predetermined recognition time, and a power transmission state corresponding to the recognized shift position. An output unit for outputting a control signal for the transmission. The path includes a neutral position, a first shift position that is one of the plurality of shift positions, and a second position that is provided between the neutral position and the first shift position that is one of the plurality of shift positions. And a shift position. When it is recognized that the vehicle is in the first shift position, the power transmission state by the transmission is set to the first state. When it is recognized that it is in the second shift position, the power transmission state by the transmission is set to a second state different from the first state. The shift operation device further includes a setting unit that sets the recognition time according to the moving direction of the movable unit on the route.

  According to the shift operation device disclosed in Japanese Patent Laying-Open No. 2005-7993, the driver performs an operation based on a request for changing the power transmission state by the transmission to the second state, and the movable portion is positioned at the second shift position. The time for recognizing the second shift position can be set separately for the first case where the movable portion is positioned at the second shift position when returning to the neutral position. Therefore, it is possible to appropriately recognize the driver's request based on the time during which the movable part is held at the second shift position.

  Further, in recent years, in addition to a general shift lever, a component called a paddle operated by a driver is provided near the steering wheel, for example, and an automatic transmission in which a shift range is controlled based on the lever operation and the paddle operation. The machine is also known.

  An automatic transmission control device disclosed in Japanese Patent Application Laid-Open No. 2006-9779 includes an operation signal from a first manual transmission unit configured by a first up switch and a first down switch provided in a shift lever of a vehicle, and a select lever. And a function of shifting the gear position based on an operation signal from a second manual transmission unit configured by a second up switch and a second down switch provided in other parts. The control device includes a multiple operation determination unit that determines that multiple operations have been performed when the first manual transmission unit and the second manual transmission unit are operated in a multiple manner. The multiple operation determination unit determines that multiple operations have been performed. Sometimes, the operation signal from the first manual transmission unit is executed with priority.

According to the automatic transmission control device disclosed in Japanese Patent Application Laid-Open No. 2006-97795, when the first manual transmission unit and the second manual transmission unit are operated in a multiple manner, the first control unit is more based on the will of the driver. The first manual transmission unit is given priority over the second manual transmission unit. Therefore, even if an erroneous operation is performed on the second manual transmission unit, the gear position can be shifted as the driver desires.
JP-A-2005-7993 JP 2006-97795 A

  As described in JP-A-2005-7993, in the shift-by-wire system, the shift position where the shift lever is held for a predetermined recognition time is recognized and recognized as the shift position requested by the driver. The transmission may be controlled according to the shift position.

  In such a shift-by-wire system, when the above-described paddle is provided in addition to the shift lever, it is conceivable that a driver who desires quick shift control performs both operations (lever operation and paddle operation) within a very short time. . If such an operation is performed, it is conceivable that the shift control is not stable in relation to the recognition time described above. For example, when the driver performs a paddle operation after operating the lever, which operation is used to perform the shift control depending on whether the paddle operation timing is just before or after the recognition time elapses. Will be different.

  Japanese Patent Laid-Open No. 2006-97795 discloses that priority is given to the first manual transmission unit when the first manual transmission unit and the second manual transmission unit are operated in a multiple manner. No consideration is given to recognition time.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an automatic transmission that is electrically controlled based on operations of a plurality of movable parts by a driver in a short time. It is an object to provide a control device and a control method capable of stabilizing the shift control of an automatic transmission even when the movable part is operated.

  A control device according to a first aspect of the invention controls an automatic transmission provided in a vehicle having a first movable part and a second movable part that are operated by a driver. The control device is connected to the first sensor that detects the position of the first movable part, the second sensor that detects the position of the second movable part, and the first sensor and the second sensor, and controls the automatic transmission. Control unit. The control unit detects a first operation in which the driver operates the first movable portion to the first position corresponding to the first shift control based on the output of the first sensor, and the driver based on the output of the second sensor. Detects a second operation for operating the second movable part to the second position corresponding to the second shift control, and if both the first operation and the second operation are not detected within a predetermined time, the second operation is performed. The first shift control is executed when the duration time during which one movable portion is continuously maintained at the first position reaches a predetermined recognition time, and continues when both operations are detected within a predetermined time. The first shift control is executed before the time reaches a predetermined recognition time.

  In the control device according to the second invention, the predetermined time is a time equal to or shorter than a predetermined recognition time. When the second operation is detected within a predetermined time after the detection of the first operation, the control unit executes the first shift control at the time when the second operation is detected.

  In the control device according to the third aspect of the invention, the first shift control is released by a release operation by the driver. The second shift control is automatically canceled without a cancel operation by the driver. When the second operation is detected within a predetermined time after the detection of the first operation, the control unit performs the first shift control before the duration reaches a predetermined recognition time, Shift control is not executed.

  In the control device according to the fourth aspect of the present invention, when the first operation is detected within a predetermined time after the detection of the second operation, the control unit controls the first shift control at the time when the first operation is detected. Execute.

  In the control device according to the fifth aspect of the present invention, when the control unit performs the second shift control and the first operation is detected within a predetermined time after the detection of the second operation, When the first operation is detected, the second shift control is stopped and the first shift control is executed.

  In the control device according to the sixth aspect of the invention, the vehicle is provided with a driving force generation source connected to the automatic transmission. The first shift control is a continuous brake control for controlling the automatic transmission so that the braking force generated by the driving resistance of the driving force generating source is continuously applied to the vehicle. The second shift control is temporary brake control for controlling the automatic transmission so that the braking force generated by the driving resistance of the driving force generation source is temporarily applied to the vehicle. The control unit controls the automatic transmission in one of the control modes of normal shift control, continuous brake control, and temporary brake control. The first operation is an operation for the driver to request continuous brake control instead of normal shift control or temporary brake control. The second operation is an operation for the driver to request temporary brake control during execution of the normal shift control.

  In the control device according to the seventh aspect of the invention, the automatic transmission and the first movable portion are not mechanically connected but electrically connected via the first sensor and the control unit, The two movable parts are electrically connected via the second sensor and the control unit without being mechanically connected.

  The control method according to the eighth invention has the same requirements as the control device according to the first invention.

  According to the present invention, when both the first operation and the second operation are detected within a predetermined time, the first shift control is performed before the duration time of the first operation reaches a predetermined recognition time. Is executed. In this way, for example, when the second operation is detected within a predetermined time after the detection of the first operation, the first movable portion continues to the first position corresponding to the first shift control. The first shift control can be executed instead of the second shift control before the maintained duration reaches a predetermined recognition time (for example, when the second operation is detected). Therefore, the shift control of the automatic transmission when both the first operation and the second operation are detected within a predetermined time can be stabilized to the first shift control.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A vehicle equipped with a control device according to the present embodiment will be described with reference to FIG. Note that the vehicle to which the control device according to the present embodiment is applied includes a shift lever and a paddle operated by the driver, and electrically controls the shift switching mechanism according to the operation of either the shift lever or the paddle. As long as the vehicle is equipped with a system (shift-by-wire system) that controls the automatic transmission, the engine vehicle shown in FIG. 1 is not limited. For example, it may be an electric vehicle, a hybrid vehicle, or a fuel cell vehicle. Further, the automatic transmission mounted on the vehicle may be a stepped automatic transmission or a continuously variable automatic transmission.

  The vehicle includes an engine 1000, an automatic transmission 2000, and an ECU (Electronic Control Unit) 8000.

  Engine 1000 is an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated.

  Automatic transmission 2000 is connected to engine 1000 and shifts and outputs the rotational speed of engine 1000. The output of the automatic transmission 2000 is transmitted to the drive wheels via a differential gear and a drive shaft. Automatic transmission 2000 includes a gear unit 3000 and a shift switching mechanism 4000.

  Shift switching mechanism 4000 is electrically connected to ECU 8000 via a harness or the like, and operates electrically in response to a control signal from ECU 8000. The shift switching mechanism 4000 is not mechanically connected to the shift lever 8004 (described later) and the paddle 8014 (described later), and does not operate depending on the operating force of the shift lever 8004 and the paddle 8014.

  Gear unit 3000 is mechanically connected to shift switching mechanism 4000. The gear unit 3000 is controlled by the operation of the shift switching mechanism 4000, whereby a desired gear stage of the automatic transmission 2000 is formed.

  Further, this vehicle includes a shift lever 8004 provided so as to be movable along a shift passage formed in shift gate 100, and a lever position sensor 8006 for detecting the position of shift lever 8004.

  FIG. 2 shows the shift gate 100. Shift gate 100 includes a main passage 110 and a sub-passage 150. Shift lever 8004 is provided to be movable along main passage 110 and sub passage 150.

  A plurality of shift positions corresponding to the control mode or control range of the automatic transmission 2000 are set in the main passage 110. The plurality of shift positions include a D position (forward position), an N position (neutral position), a P position (parking position), and an R position (reverse position).

  The D position of the main passage 110 is connected to the S position set at the center of the sub passage 150. This S position is a position corresponding to a fixed engine brake control mode to be described later. In the sub passage 150, a (+) position is set above the S position, and a (−) position is set below the S position. The driver can move the shift lever 8004 upward or downward from the S position as a starting point. When shift lever 8004 is in sub passage 150, shift lever 8004 is operated up and down from the S position by the driver, and automatically returns to the S position when not operated by the driver.

  When the position of the shift lever 8004 is P, R, N, D, S, (+), (−), the lever position sensor 8006 is a lever position signal LV (P ), LV (R), LV (N), LV (D), LV (S), LV (+), and LV (−) are transmitted to ECU 8000.

  Returning to FIG. 3, the vehicle further includes a paddle 8014 provided in the vicinity of the steering wheel 8002 and a position of the paddle 8014 (operation of the paddle 8014 by the driver, hereinafter also referred to as “paddle operation”). Switch 8016.

  Paddle switch 8016 transmits a signal PD (−) indicating paddle (−) operation to ECU 8000 when the driver performs an operation of pulling the left side of paddle 8014 forward (hereinafter also referred to as “paddle (−) operation”). To do. Further, when the driver performs an operation of pulling the right side of the paddle 8014 forward (hereinafter also referred to as “paddle (+) operation”), the paddle switch 8016 sends a signal PD (+) indicating the paddle (+) operation to the ECU 8000. Send to.

  The paddle 8014 and the paddle switch 8016 may be configured separately for paddle (−) operation detection and paddle (+) operation detection.

  Further, the ECU 8000 is connected with sensors for detecting the state of the vehicle, such as a vehicle speed sensor, an accelerator pedal position sensor, and an engine speed sensor (all not shown) via a harness. Each of these sensors transmits a signal representing the detection result to ECU 8000.

  The ECU 8000 controls the devices so that the vehicle is in a desired running state based on signals sent from each sensor, a map and a program stored in a ROM (Read Only Memory).

  ECU 8000 changes the control mode and control range of automatic transmission 2000 by operating shift switching mechanism 4000 based on signals from lever position sensor 8006 and paddle switch 8016. That is, the driver can change the control mode and control range of automatic transmission 2000 by operating shift lever 8004 and paddle 8014.

  The basic control performed by ECU 8000 when changing the control mode and control range of automatic transmission 2000 will be described below.

  The control modes of the automatic transmission 2000 include a normal control mode, a paddle active control mode, and a fixed engine brake control mode.

  When the shift lever 8004 is positioned in the main passage 110 (any one of the positions D, N, P, and R), the normal control mode is selected.

  In the normal control mode, the ECU 8000 determines whether or not the shift lever 8004 is continuously maintained for a predetermined position recognition time, and controls the automatic transmission 2000 according to the shift position continuously maintained for the position recognition time. Set the range to D range, N range, P range, or R range. During the control in the D range, the automatic transmission 2000 is automatically shifted based on the vehicle speed and the accelerator opening.

  However, when a paddle (-) operation is detected during control in the D range, the control mode of the automatic transmission 2000 is temporarily switched from the normal control mode to the paddle active control mode. Even if a paddle (+) operation is detected during control in the D range, the normal control mode is maintained.

  In the paddle active control mode, the automatic transmission 2000 is downed so that the engine brake is applied to the vehicle. In the present embodiment, the “engine brake” refers to a braking force that acts on the vehicle by the driving resistance of the engine 1000 that is a driving force generation source of the vehicle. For example, in a vehicle including a driving force generation source other than an engine (for example, an electric vehicle including a motor generator as a driving force generation source, a hybrid vehicle, a fuel cell vehicle, etc.), it acts by a driving resistance of a driving force generation source other than the engine. Brake force may be used. “Engine brake” used in the following description has the same meaning.

  When the paddle (−) operation is detected during execution of the paddle active control mode, the automatic transmission 2000 is further downshifted to further increase the engine brake, and when the paddle (+) operation is detected, the engine brake is turned off. The automatic transmission 2000 is upshifted to make it smaller. The paddle active control mode is automatically released after a predetermined time has elapsed since the detection of the paddle (-) operation, regardless of the driver's release operation, and thereafter the normal control mode is restored.

  When an operation for maintaining the state in which the driver moves the shift lever 8004 from the D position to the S position (hereinafter also referred to as “S operation”) is performed during the control in the D range, the duration of the S operation When the position recognition time has been reached, the control mode of the automatic transmission 2000 is switched from the normal control mode to the fixed engine brake control mode.

  When switched to the fixed engine brake control mode, the automatic transmission 2000 is downed so that the engine brake is applied to the vehicle, as in the above-described paddle active control mode. When the shift lever 8004 is maintained at the (−) position for the position recognition time or when the paddle (−) operation is performed during execution of the fixed engine brake control mode, the engine brake is automatically increased. When the transmission 2000 is further downshifted and the shift lever 8004 is maintained at the (+) position for the position recognition time or when the paddle (+) operation is performed, the automatic transmission is set to reduce the engine brake. 2000 is upshifted. Unlike the paddle active control mode in which the fixed engine brake control mode is automatically released without the driver's release operation, the driver performs a predetermined release operation (for example, the shift lever 8004 from the sub passage 150 to the main passage 110 side). It is canceled by the return operation. That is, the fixed engine brake control mode is continued until the driver performs a predetermined release operation.

  In a vehicle in which the control mode and the control range of the automatic transmission 2000 are changed by the basic control as described above, it is conceivable that a driver who desires a quick shift performs a lever operation and a paddle operation within a very short time. If such an operation is performed, it is conceivable that the control mode of the automatic transmission 2000 is not stable due to the above-described position recognition time. For example, when the driver performs the paddle (−) operation after the S operation, the paddle active control mode is changed depending on whether the timing of the paddle (−) operation is just before or after the position recognition time has elapsed. It is conceivable that the selected engine brake control mode is selected.

  In order to solve such a problem, the control device according to the present embodiment continues the S operation when both the S operation and the paddle (−) operation are detected within a predetermined time. It is characterized in that the fixed engine brake control is executed even if the time is before the above-described position recognition time has elapsed.

  FIG. 3 shows a functional block diagram of ECU 8000 which is a vehicle control apparatus according to the present embodiment. The ECU 8000 stores an input interface 8100 that receives information from each sensor and the like, and various information, programs, threshold values, maps, and the like, and data is read or stored from the arithmetic processing unit 8200 as necessary. Storage unit 8300, an arithmetic processing unit 8200 that performs arithmetic processing based on information from input interface 8100 and storage unit 8300, and an output interface 8400 that outputs a processing result of arithmetic processing unit 8200 to each device.

  The arithmetic processing unit 8200 includes a flag A setting unit 8210, a flag B setting unit 8220, and a control unit 8230.

  The flag A setting unit 8210 sets a flag A for determining whether or not there is a paddle (−) operation within a predetermined time from the start of detection of the S operation described above. This predetermined time is set to the same time as the position recognition time or a time shorter than the position recognition time. The flag A setting unit 8210 sets the flag A to ON when a paddle (-) operation is performed within a predetermined time from the start of detection of the S operation, and sets the flag A to OFF otherwise.

  The flag B setting unit 8220 sets a flag B for determining whether or not there is an S operation within a predetermined time from the detection of the paddle (−) operation. The predetermined time is also the same time as the position recognition time or a time shorter than the position recognition time. The flag B setting unit 8220 sets the flag B to ON when the S operation is performed within a predetermined time from the detection of the paddle (−) operation, and sets the flag B to OFF otherwise.

  Control unit 8230 sets the control mode of automatic transmission 2000 to the fixed engine brake control mode when flag A is set to ON or when flag B is set to ON. Control unit 8230 sets the control mode and control range of automatic transmission 2000 by the basic control described above when both flag A and flag B are set to OFF.

  Note that the functions described above may be realized by software or hardware. In the following description, when the above-described function is realized by software, specifically, when the CPU that is the arithmetic processing unit 8200 executes the program stored in the storage unit 8300, the above-described function is realized. Will be described.

  With reference to FIGS. 4-6, the control structure of the program executed by ECU 8000 which is the control apparatus according to the present embodiment will be described. These programs are repeatedly executed at a predetermined cycle time.

  FIG. 4 is a processing flow of the ECU 8000 when setting the flag A described above. As shown in FIG. 4, at step (hereinafter, step is abbreviated as S) 100, ECU 8000 determines whether lever position sensor 8006 and paddle switch 8016 are in a normal state (a state in which there is no failure). To do. If it is normal (YES in S100), the process proceeds to S102. Otherwise (NO in S100), the process proceeds to S108.

  In S102, ECU 8000 determines whether or not the current control range is the D range. If it is in the D range (YES in S102), the process proceeds to S104. Otherwise (NO in S102), the process proceeds to S108.

  In S104, ECU 8000 determines whether or not an S operation has been performed. ECU 8000 determines that there has been an S operation when the lever position signal from lever position sensor 8006 changes from LV (D) to LV (S). If there is an S operation (YES in S104), the process proceeds to S106. Otherwise (NO in S104), the process proceeds to S108.

  In S106, ECU 8000 has reached the predetermined time for the duration of the S operation (the time during which the lever position signal is continuously maintained at LV (S) after the lever position signal changes from LV (D) to LV (S)). Judge whether there is no. The predetermined time is set to the same time as the position recognition time or a time shorter than the position recognition time as described above. If the duration of the S operation has not reached the predetermined time (YES in S106), the process proceeds to S110. Otherwise (NO in S106), the process proceeds to S108.

In S108, ECU 8000 sets flag A to OFF.
In S110, ECU 8000 determines whether or not a paddle (-) operation has been performed. When ECU 8000 receives paddle operation signal PD (−) from paddle switch 8016, ECU 8000 determines that there is a paddle (−) operation. In consideration of the influence of noise or the like, when the signal PD (−) indicating the paddle (−) operation is continuously received for a predetermined time, it may be determined that the paddle (−) operation has been performed. If there is a paddle (-) operation (YES in S110), the process proceeds to S112. Otherwise (NO in S110), this process ends.

  In S112, ECU 8000 sets flag A to ON. That is, when the flag A is on, it indicates that there has been a paddle (−) operation within a predetermined time from the start of detection of the S operation.

  FIG. 5 is a processing flow of the ECU 8000 when setting the flag B described above. As shown in FIG. 5, in S200, ECU 8000 determines whether lever position sensor 8006 and paddle switch 8016 are in a normal state (a state in which no failure has occurred). If it is normal (YES in S200), the process proceeds to S202. Otherwise (NO in S200), the process proceeds to S206.

  In S202, ECU 8000 determines whether or not paddle active control is being performed (whether or not the current control mode is paddle active control mode). As described above, the paddle active control mode is maintained until a certain time elapses after the paddle (-) operation when the paddle (-) operation is performed during the control in the D range. Therefore, ECU 8000 determines that the paddle active control is being performed when a predetermined time has elapsed since the detection of the paddle (-) operation during the control in the D range. If the paddle active control is being performed (YES in S202), the process proceeds to S204. Otherwise (NO in S202), the process proceeds to S206.

  In S204, ECU 8000 determines whether or not the elapsed time since the detection of the paddle (-) operation has reached a predetermined time. The predetermined time is set to the same time as the position recognition time or a time shorter than the position recognition time as described above. If the elapsed time since the detection of the paddle (-) operation has not reached the predetermined time (YES in S204), the process proceeds to S208. Otherwise (NO in S204), the process proceeds to S206.

In S206, ECU 8000 sets flag B to OFF.
In S208, ECU 8000 determines whether or not an S operation has been performed. If there is an S operation (YES in S208), the process proceeds to S210. Otherwise (NO in S208), this process ends.

  In S210, ECU 8000 sets flag B to ON. That is, when the flag B is on, it indicates that there has been an S operation within a predetermined time from the detection of the paddle (-) operation.

  FIG. 6 is a processing flow of ECU 8000 when the control mode of automatic transmission 2000 is switched based on flag A and flag B.

  In S300, ECU 8000 determines whether the current control range is the D range or whether paddle active control is being performed. If the D range or paddle active control is being performed (YES in S300), the process proceeds to S302. Otherwise (NO in S300), the process proceeds to S306.

  In S302, ECU 8000 determines whether or not flag A is ON. If flag A is on (YES in S302), the process proceeds to S308. Otherwise (NO in S302), the process proceeds to S304.

  In S304, ECU 8000 determines whether or not flag B is ON. If flag B is on (YES in S304), the process proceeds to S308. Otherwise (NO in S304), the process proceeds to S306.

  In S306, ECU 8000 sets the control mode and control range of automatic transmission 2000 according to the basic control described above.

  In S308, ECU 8000 sets the control mode of automatic transmission 2000 to the fixed engine brake control mode. That is, ECU 8000 detects the paddle (-) operation when flag A is on, that is, when there is a paddle (-) operation within a predetermined time (a time shorter than the position recognition time) from the start of detection of S operation. Switch to fixed engine brake control mode at the time (before the position recognition time has elapsed). ECU 8000 is fixed at the time when S operation is detected (before the position recognition time elapses) when flag B is on, that is, when S operation is performed within a predetermined time from the detection of paddle (-) operation. Switch to engine brake control mode.

  In S310, ECU 8000 does not execute the paddle active control. Specifically, ECU 8000 stops paddle active control if paddle active control is being performed, and does not execute paddle active control if paddle active control is not being performed.

  The operation of ECU 8000, which is the control device according to the present embodiment based on the above-described structure and flowchart, will be described with reference to FIGS.

  First, as shown in FIG. 8, it is assumed that a paddle (-) operation is performed at time t2 between time t1 when S operation is performed and time t3 when a predetermined time elapses.

  In this case, since the S operation is performed before the paddle (−) operation, the driver desires a downshift by the paddle (−) operation after switching to the fixed engine brake control mode. It is considered a thing.

  However, in the case of basic control, the mode has not yet been switched to the fixed engine brake control mode at time t2, and therefore the mode is switched to the paddle active control mode at time t2. Even if the paddle active control mode is switched, the downshift is executed and the engine brake is generated. However, the engine brake is automatically released after a certain period of time and the engine brake is not generated, so the engine brake is continued in the fixed engine brake control mode. The driver who thinks that it will occur will feel uncomfortable.

  Further, if there is a paddle (-) operation immediately after a predetermined time has elapsed from the S operation, the driver switches to the fixed engine brake control mode as desired and then further performs a paddle (-) operation. The downshift is executed, but the control mode to be switched differs depending on the slight difference in the paddle (−) operation timing.

  Therefore, ECU 8000 according to the present embodiment has a paddle (-) operation at time t2 when the duration of S operation has not reached a predetermined time (time equal to or shorter than position recognition time) (YES in S106, S110). 7), as shown in FIG. 7, the flag A is set to ON at time t2 when the paddle (-) operation is performed (S112), and the control mode is changed from the normal control mode (D range) to the fixed engine brake control mode. (YES in S302, S308), paddle active control is not executed (S310).

  As a result, the driver switches to the fixed engine brake control mode and further downshifts by paddle (-) operation are performed as desired by the driver. The problem that the control mode is different can be solved, and the fixed engine brake control mode can be executed stably.

  Next, as shown in FIG. 8, it is assumed that the S operation is performed at time t5 between time t4 when the paddle (−) operation is performed and time t6 when a predetermined time elapses from time t4. .

  In this case, the paddle active control mode is started at time t4 and the engine brake is temporarily generated. Thereafter, the driver desires to generate the continuous engine brake in the fixed engine brake control mode. it is conceivable that.

  Therefore, ECU 8000 according to the present embodiment does not reach a predetermined time (time equal to or shorter than position recognition time) from time t4 at which the paddle (−) operation is detected during paddle active control (YES in S202). When the S operation is performed (YES in S204, YES in S208), as shown in FIG. 8, the flag B is set to ON at time t5 when the S operation is performed (S210), and the control mode is set to normal control. The mode (D range) is switched to the fixed engine brake control mode (YES in S304, S308), and execution of the paddle active control is stopped (S310). As a result, the fixed engine brake control mode desired by the driver can be switched early and more reliably.

  As described above, in the control device according to the present embodiment, when there is a paddle (−) operation before the position recognition time has elapsed since the start of the detection of the S operation, even before the position recognition time has elapsed. Switch the automatic transmission control mode to the fixed engine brake control mode. Thereby, the fixed engine brake control mode can be executed stably.

  In the present embodiment, a case has been described in which the shift lever 8004 is a momentary lever when the shift gate 100 includes the main passage 110 and the sub passage 150 and the shift lever 8004 is in the sub passage 150. .

  However, the shift lever to which the present invention is applicable is not limited to such a lever. For example, a momentary type that is moved from the predetermined M position (neutral position) to the R, N, D, and B positions by the driver and automatically returns to the M position when the driver is not operating. The shift lever may be used. In this case, the B position corresponds to the S position in the above-described embodiment. Note that the B position may be one in which the (+) position or the (−) position is not set vertically or horizontally.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a control block diagram which shows the vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is a figure which shows the shape of the shift gate in embodiment of this invention. It is a functional block diagram of a control device concerning an embodiment of the invention. It is a flowchart (the 1) which shows the control structure of ECU which is a control apparatus which concerns on embodiment of this invention. It is a flowchart (the 2) which shows the control structure of ECU which is a control apparatus which concerns on embodiment of this invention. It is a flowchart (the 3) which shows the control structure of ECU which is a control apparatus which concerns on embodiment of this invention. It is a timing chart of a lever operation, a paddle operation, a flag A, and a control state of an automatic transmission. It is a timing chart of the control state of lever operation, paddle operation, flag B, and automatic transmission.

Explanation of symbols

  100 shift gate, 110 main passage, 150 sub passage, 1000 engine, 2000 automatic transmission, 3000 gear unit, 4000 shift switching mechanism, 8000 ECU, 8002 steering wheel, 8004 shift lever, 8006 lever position sensor, 8014 paddle, 8016 paddle Switch, 8100 input interface, 8200 arithmetic processing unit, 8210 flag A setting unit, 8220 flag B setting unit, 8230 control unit, 8300 storage unit, 8400 output interface.

Claims (8)

A control device for an automatic transmission provided in a vehicle having a first movable part and a second movable part operated by a driver,
A first sensor for detecting a position of the first movable part;
A second sensor for detecting a position of the second movable part;
A control unit connected to the first sensor and the second sensor for controlling the automatic transmission,
The control unit detects a first operation in which the driver operates the first movable part to a first position corresponding to the first shift control based on the output of the first sensor, and outputs the first operation to the output of the second sensor. Based on this, the driver detects a second operation in which the second movable part is operated to the second position corresponding to the second shift control, and both the first operation and the second operation are performed within a predetermined time. When an operation is not detected, the first shift control is executed when a duration time during which the first movable portion is continuously maintained at the first position has reached a predetermined recognition time, and within the predetermined time And a control device for an automatic transmission that executes the first shift control before the duration reaches the predetermined recognition time when both the operations are detected. The predetermined time is a time equal to or shorter than the predetermined recognition time,
The control unit executes the first shift control at a time point when the second operation is detected when the second operation is detected within the predetermined time after the detection of the first operation. Item 2. The automatic transmission control device according to Item 1. The first shift control is released by a release operation by a driver,
The second shift control is automatically released without a release operation by the driver,
When the second operation is detected within the predetermined time after the detection of the first operation, the control unit controls the first shift control before the continuation time reaches the predetermined recognition time. The control device for an automatic transmission according to claim 1, wherein the second shift control is not executed.   The control unit executes the first shift control at the time of detection of the first operation when the first operation is detected within the predetermined time after the detection of the second operation. Item 4. The control device for an automatic transmission according to any one of Items 1 to 3.   The control unit performs the first operation when the first operation is detected within the predetermined time after the detection of the second operation when the second shift control is being executed. The control apparatus for an automatic transmission according to claim 4, wherein the second shift control is stopped and the first shift control is executed at the time of detection. The vehicle is provided with a driving force generation source connected to the automatic transmission,
The first shift control is a continuous brake control for controlling the automatic transmission so that a braking force generated by a driving resistance of the driving force generation source is continuously applied to the vehicle.
The second shift control is a temporary brake control for controlling the automatic transmission so that a braking force generated by a driving resistance of the driving force generation source is temporarily applied to the vehicle.
The control unit controls the automatic transmission in a control mode of any one of a normal shift control, the continuous brake control, and the temporary brake control;
The first operation is an operation for a driver to request the continuous brake control instead of the normal shift control or the temporary brake control,
The control apparatus for an automatic transmission according to any one of claims 1 to 5, wherein the second operation is an operation for a driver to request the temporary brake control during execution of the normal shift control.   The automatic transmission and the first movable part are not mechanically connected but are electrically connected via the first sensor and the control unit, and the automatic transmission and the second movable part are The control device for an automatic transmission according to any one of claims 1 to 6, wherein the automatic transmission is electrically connected via the second sensor and the control unit without being mechanically connected. A control method performed by a control unit for controlling an automatic transmission provided in a vehicle having a first movable part and a second movable part operated by a driver, wherein the control unit includes a position of the first movable part. A first sensor for detecting the position and a second sensor for detecting the position of the second movable part,
The control method is:
Detecting a first operation in which the driver operates the first movable part to a first position corresponding to the first shift control based on the output of the first sensor;
Detecting a second operation in which the driver operates the second movable part to a second position corresponding to the second shift control based on the output of the second sensor;
When both the first operation and the second operation are not detected within a predetermined time, the duration time during which the first movable portion is continuously maintained at the first position is a predetermined recognition time. The first shift control is executed when the predetermined time is reached, and when both the operations are detected within the predetermined time, the first shift control is executed before the continuation time reaches the predetermined recognition time. And a step of controlling the automatic transmission.

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