JP7272769B2 - Shift control device for automatic transmission - Google Patents

Description

The present invention relates to a shift control device for an automatic transmission mounted on a vehicle.

Conventionally, some automatic transmissions (e.g., step AT, continuously variable transmission (CVT), etc.) have an automatic transmission mode that automatically changes the gear ratio (gear stage) according to the running state of the vehicle. Some vehicles have a manual shift mode (manual shift mode) in which the gear ratio is switched in accordance with the driver's manual operation (for example, paddle shift or select lever operation) (see, for example, Patent Document 1).

JP 2012-127427 A

According to the manual shift mode described above, the automatic transmission can be upshifted or downshifted according to the driver's intention. However, some drivers who prefer sporty driving use automatic transmissions (step AT, continuously variable transmission (CVT), etc.), for example, heel-and-toe (downshift while decelerating) used when downshifting a manual transmission (MT). When shifting, it is possible to perform (simulate) sportier driving by making full use of the driving technique of matching the engine speed by operating (stepping on) the accelerator pedal with the heel while stepping on the brake pedal with the toe. There were voices requesting a function that could be done.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a shift control device for an automatic transmission which enables a shift operation capable of simulating (or producing) sportier driving. Make it an issue.

A shift control apparatus for an automatic transmission according to the present invention comprises an automatic transmission, shift control means for controlling a gear ratio of the automatic transmission, brake operation detection means for detecting a state of brake operation by a driver, and and an accelerator operation detection means for detecting an operation state of the accelerator by the shift control means, when the accelerator operation is performed while the brake is being operated, the automatic transmission is downshifted. characterized by

According to the shift control device for an automatic transmission according to the present invention, the automatic transmission is downshifted when the accelerator is operated while the brake is being operated. That is, a downshift (hereinafter also referred to as "accelerator downshift") can be performed by operating the accelerator during a deceleration operation by braking. Therefore, downshifting can be performed by an operation simulating heel-and-toe in a manual transmission. As a result, it becomes possible to perform a shift operation that can simulate (or produce) sportier driving.

In the gear shift control device for an automatic transmission according to the present invention, the gear shift control means is configured to operate in a sports driving mode in which the gear ratio is shifted to a lower side than in the normal mode, and/or to shift the gear ratio in accordance with the driver's manual gear shift operation. When the manual shift mode to be changed is selected, it is preferable to downshift the automatic transmission when the accelerator is operated while the brake is being operated.

In this case, when the sports driving mode and/or the manual shift mode are selected, if the accelerator is operated while the brake is being operated, the automatic transmission is downshifted. be. Therefore, when the driver's intention for sport driving is recognized, the accelerator downshift can be executed. Therefore, it is possible to prevent downshifts unintended by the driver.

A shift control apparatus for an automatic transmission according to the present invention includes sport driving determination means for determining whether or not sport driving is being performed based on an accelerator operation state, a brake operation state, and/or vehicle acceleration. In addition, the shift control means can downshift the automatic transmission when the accelerator is operated while the brake is being operated in a state where it is determined that the vehicle is in sports driving. preferable.

In this case, it is determined whether or not sports driving is being performed based on the operating state of the accelerator, the operating state of the brake, and/or the acceleration of the vehicle. When the accelerator is operated while the operation is being performed, the automatic transmission is downshifted. Therefore, when it is recognized that the vehicle is running in sports, the accelerator downshift can be executed. Therefore, it is possible to prevent downshifts unintended by the driver.

Further, in the shift control apparatus for an automatic transmission according to the present invention, the shift control means operates the accelerator so that the degree of opening of the accelerator is equal to or greater than a predetermined degree of opening when the brake is being operated. It is preferable to downshift the automatic transmission in the event of an accident.

In this case, the automatic transmission is downshifted when the accelerator is operated so that the opening of the accelerator is greater than or equal to the predetermined opening while the brake is being operated. That is, for example, if the throttle is only slightly operated, it can be determined that it is not an accelerator downshift request and the downshift is not executed. Therefore, it is possible to prevent a downshift (malfunction) not intended by the driver.

In the shift control device for an automatic transmission according to the present invention, the shift control means operates the accelerator so that the opening speed of the accelerator is equal to or higher than a predetermined opening speed when the brake is operated. If so, it is preferable to downshift the automatic transmission.

In this case, the automatic transmission is downshifted when the accelerator is operated such that the opening speed of the accelerator becomes equal to or higher than the predetermined opening speed while the brake is being operated. That is, when the accelerator is operated slowly, it can be determined that it is not an accelerator downshift request and the downshift is not executed. Therefore, it is possible to prevent a downshift (malfunction) not intended by the driver.

In the shift control device for an automatic transmission according to the present invention, when the shift control means predicts that the predicted engine speed after the downshift when it is assumed that the downshift is performed will be equal to or higher than a predetermined speed, the automatic It is preferable to inhibit downshifting of the transmission.

In this case, downshifting of the automatic transmission is prohibited when the predicted engine speed after the downshift is expected to be equal to or higher than a predetermined speed. Therefore, for example, it is possible to avoid over-revving the engine due to downshifting.

The shift control device for an automatic transmission according to the present invention is preferably installed in a vehicle equipped with a brake override system that limits the output of the engine when the accelerator and the brake are operated simultaneously.

In this way, the accelerator downshift can be performed without interfering with the operation of the brake override system that limits the output of the engine when the accelerator and brake are operated simultaneously. That is, it is possible to perform coordinated control of the brake override system and the accelerator downshift.

In the shift control apparatus for an automatic transmission according to the present invention, it is preferable that the shift control means, when executing a downshift, make a request to increase the engine speed so as to absorb the inertia torque during the downshift.

In this case, when executing a downshift, a request is made to increase the engine speed so as to absorb the inertia torque during the downshift. Therefore, it is possible to increase the shift speed without changing the deceleration of the vehicle (without accelerating or decelerating the vehicle).

According to the present invention, it is possible to perform a shift operation that can simulate (or produce) sportier driving in an automatic transmission.

1 is a block diagram showing the configuration of a shift control device for a continuously variable transmission (automatic transmission) according to an embodiment together with the configuration of the continuously variable transmission; It is a figure which shows the gear ratio setting of the continuously variable transmission (automatic transmission) which concerns on embodiment. 4 is a flow chart showing a processing procedure of accelerator downshift processing by the shift control device for a continuously variable transmission (automatic transmission) according to the embodiment;

Preferred embodiments of the present invention will be described in detail below with reference to the drawings. In the drawings, the same reference numerals are used for the same or corresponding parts. Further, in each figure, the same elements are denoted by the same reference numerals, and overlapping descriptions are omitted. Furthermore, in this embodiment, a continuously variable transmission (CVT) will be described as an example of an automatic transmission.

First, with reference to FIG. 1, the configuration of a speed change control device 1 for a continuously variable transmission according to an embodiment will be described. FIG. 1 is a block diagram showing the configuration of a transmission control device 1 for a continuously variable transmission and a continuously variable transmission 30 to which the transmission control device 1 is applied.

The continuously variable transmission 30 is a continuously variable transmission that automatically and steplessly shifts the gear ratio according to the operating state of the vehicle. The continuously variable transmission 30 is connected to the output shaft 15 of the engine 10, converts the driving force from the engine 10, and outputs it.

The continuously variable transmission 30 includes a primary shaft 32 connected to the output shaft 15 of the engine 10 via a torque converter 20 having a clutch function and a torque amplifying function and a reduction gear 31, and arranged parallel to the primary shaft 32. and a secondary shaft 37 .

A primary pulley 34 is provided on the primary shaft 32 . The primary pulley 34 has a fixed pulley 34a that is joined to the primary shaft 32, and a movable pulley 34b that faces the fixed pulley 34a and is slidably mounted in the axial direction of the primary shaft 32. It is configured such that the distance between the cone surfaces of the pulleys 34a and 34b, that is, the pulley groove width can be changed. On the other hand, the secondary shaft 37 is provided with a secondary pulley 35 . The secondary pulley 35 has a fixed pulley 35a joined to the secondary shaft 37 and a movable pulley 35b slidably mounted in the axial direction of the secondary shaft 37 so as to face the fixed pulley 35a. It is configured so that the width can be changed.

A chain 36 for transmitting driving force is stretched between the primary pulley 34 and the secondary pulley 35 . By changing the groove widths of the primary pulley 34 and the secondary pulley 35 to change the winding diameter ratio (pulley ratio) of the chain 36 with respect to the pulleys 34 and 35, the gear ratio can be changed steplessly. Assuming that the winding diameter of the chain 36 around the primary pulley 34 is Rp and the winding diameter around the secondary pulley 35 is Rs, the gear ratio i is expressed as i=Rs/Rp.

A hydraulic chamber 34c is formed in the primary pulley 34 (movable pulley 34b). On the other hand, a hydraulic chamber 35c is formed in the secondary pulley 35 (movable pulley 35b). The groove widths of the primary pulley 34 and the secondary pulley 35 are set and changed by adjusting the primary hydraulic pressure introduced into the hydraulic chamber 34c of the primary pulley 34 and the secondary hydraulic pressure introduced into the hydraulic chamber 35c of the secondary pulley 35. be done.

A valve body (control valve) 50 controls the hydraulic pressure for shifting the continuously variable transmission 30 , that is, the primary hydraulic pressure and the secondary hydraulic pressure described above. The valve body 50 adjusts the hydraulic pressure discharged from the oil pump by opening and closing an oil passage formed in the valve body 50 using a spool valve and a solenoid valve (electromagnetic valve) that moves the spool valve. It is supplied to the hydraulic chamber 34 c of the primary pulley 34 and the hydraulic chamber 35 c of the secondary pulley 35 . The valve body 50 also supplies hydraulic pressure to, for example, a forward/reverse switching mechanism that switches the vehicle between forward and reverse.

Shift control of continuously variable transmission 30 is performed by a transmission control unit (hereinafter referred to as “TCU”) 40 . That is, the TCU 40 adjusts the hydraulic pressure supplied to the hydraulic chamber 34c of the primary pulley 34 and the hydraulic chamber 35c of the secondary pulley 35 by controlling the driving of the solenoid valves that constitute the valve body 50 described above. , to change the gear ratio of the continuously variable transmission 30 .

Here, the TCU 40 includes, for example, a CAN (Controller Area Network) 100, an engine control unit (hereinafter referred to as "ECU") 60 for comprehensively controlling the engine 10, and a vehicle dynamic control unit (hereinafter referred to as "VDCU"). 70 and the like are connected so as to be able to communicate with each other.

The ECU 60 is connected to an accelerator pedal sensor 62 that detects the amount of depression of the accelerator pedal, that is, the degree of opening of the accelerator pedal. Also connected to the ECU 60 are various sensors such as a crank angle sensor 12 for detecting the rotational position of the crankshaft, an air flow meter for detecting the amount of intake air, a water temperature sensor for detecting the temperature of engine cooling water, and an air-fuel ratio sensor. ing. The accelerator pedal sensor 62 functions as accelerator operation detection means described in the claims.

Here, the ECU 60 determines the cylinder from the output of the cam angle sensor and obtains the engine speed from the output of the crank angle sensor 12 . Further, the ECU 60 acquires various types of information such as the amount of intake air, the degree of opening of the accelerator, the air-fuel ratio of the air-fuel mixture, and the water temperature of the engine based on the detection signals input from the various sensors described above. Then, the ECU 60 comprehensively controls the engine 10 by controlling various devices such as fuel injection amount, ignition timing, electronically controlled throttle valve, etc. based on the acquired various information. The ECU 60 has a brake override function that limits the output of the engine 10 when the accelerator pedal and the brake pedal are simultaneously operated (depressed). The ECU 60 transmits information such as engine speed and accelerator opening to the TCU 40 via the CAN 100 .

The VDCU 70 is connected to a brake hydraulic pressure sensor 71 that detects master cylinder pressure (brake hydraulic pressure) of a brake actuator (not shown). Here, the brake fluid pressure sensor 71 functions as brake operation detection means described in the claims. The VDCU 70 also includes a longitudinal acceleration (longitudinal G) sensor 72 for detecting longitudinal acceleration acting on the vehicle, a lateral acceleration (lateral G) sensor 73 for detecting lateral acceleration acting on the vehicle, and a pinion shaft. A steering angle sensor 74 for detecting the steering angle of the front wheels, which are steered wheels, is also connected.

The VDCU 70 drives the brake actuator according to the amount of operation of the brake pedal to brake the vehicle, and detects vehicle behavior using various sensors (e.g., wheel speed sensors, acceleration sensors 72 and 73, steering angle sensor 74, yaw rate sensor, etc.). This is detected, and brake control by automatic pressurization and torque control of the engine 10 suppress skidding and ensure vehicle stability during cornering. The VDCU 70 transmits brake operation information such as the detected master cylinder pressure (brake fluid pressure) to the TCU 40 via the CAN 100 .

On the other hand, the TCU 40 includes an output shaft rotation sensor (vehicle speed sensor) 58 attached near the output shaft (secondary shaft 37) of the continuously variable transmission 30 to detect the rotation speed of the output shaft, and the rotation speed of the primary pulley 34. A primary pulley rotation sensor 57 for detection and the like are connected.

Here, a shift lever (select lever) 51 is provided on the vehicle floor or the like for receiving an operation by the driver to selectively switch between an automatic shift mode (“D” range) and a manual shift mode (“M” range). is provided. A range switch 59 is attached to the shift lever 51 so as to move in conjunction with the shift lever 51 to detect the selected position of the shift lever 51 . The range switch 59 is connected to the TCU 40 , and the detected selected position of the shift lever 51 is read into the TCU 40 . In addition to the "D" range and "M" range, the shift lever 51 can be selectively switched between the parking "P" range, the reverse "R" range, and the neutral "N" range.

The shift lever 51 is turned on when the shift lever 51 is positioned on the "M" range side, i.e., when the manual shift mode in which the gear ratio is switched according to the shift operation of the driver is selected, and the shift lever 51 is turned on. An M range switch 52 is incorporated that is turned off when positioned on the "D" range side, that is, when an automatic transmission mode is selected in which the transmission gear ratio is automatically changed according to the operating conditions of the vehicle. M range switch 52 is also connected to TCU 40 .

On the other hand, on the rear side of the steering wheel 53, a plus (+) paddle switch 54 and a minus (-) paddle switch 55 are provided for accepting a shift operation (shift request) by the driver in the manual shift mode ( Hereinafter, the plus paddle switch 54 and the minus paddle switch 55 may be collectively referred to as "paddle switches 54 and 55"). The plus paddle switch 54 is used for manual upshifting, and the minus paddle switch 55 is used for manual downshifting. The positive paddle switch 54 and the negative paddle switch 55 are connected to the TCU 40 , and switch signals of the paddle switches 54 and 55 output from the paddle switches 54 and 55 are read into the TCU 40 .

The TCU 40 includes a microprocessor that performs calculations, an EEPROM that stores programs for causing the microprocessor to execute various processes, shift maps, and the like, a RAM that stores various data such as calculation results, and a battery that holds the stored contents. It is configured with a backup RAM, an input/output I/F, and the like.

When the automatic shift mode is selected, the TCU 40 automatically and steplessly shifts the gear ratio according to the vehicle operating conditions (for example, throttle opening, vehicle speed, etc.) according to the shift map. A shift map corresponding to the automatic shift mode is stored in the EEPROM within the TCU 40 . Here, FIG. 2 shows a shift characteristic diagram showing the relationship between the engine speed and the vehicle speed. In FIG. 2, the horizontal axis is the vehicle speed (km/h) and the vertical axis is the engine speed (rpm). Each of the eight solid lines indicates the relationship between the engine speed and the vehicle speed when the gear ratio is kept constant (that is, the gear ratio characteristics in the manual shift mode). In the automatic shift mode, any gear ratio between 1st (low) and 8th (overdrive) shown in FIG. automatically set according to On the other hand, when the manual shift mode is selected, the TCU 40 controls the gear ratio based on the shift operation accepted by the paddle switches 54,55.

In particular, the TCU 40 has a function that enables a shift operation that can simulate (or produce) sportier driving. Therefore, the TCU 40 functionally has a sports driving determination section 41 and a shift control section 42 . In the TCU 40, the programs stored in the EEPROM are executed by the microprocessor, thereby realizing the functions of the sports driving determination section 41 and the shift control section 42. FIG.

The sports driving determination unit 41 receives from the ECU 60 via the CAN 100 the operation state of the accelerator pedal by the driver (for example, operation amount, operation frequency, etc.), and the state detected by the longitudinal acceleration sensor 72 and the lateral acceleration sensor 73. Based on the longitudinal acceleration and lateral acceleration of the vehicle, it is determined whether or not the vehicle is running in sports mode. That is, the sports driving determination section 41 functions as a sports driving determination means described in the claims. It should be noted that the determination result (whether or not the vehicle is in sports driving) by the sports driving determination section 41 is output to the shift control section 42 .

The gear change control unit 42 controls the gear ratio of the continuously variable transmission 30 . The shift control section 42 functions as shift control means described in the claims. In particular, when the accelerator pedal is operated while the brake pedal is being operated (braking operation), the shift control unit 42 downshifts the continuously variable transmission 30 (for example, changes the gear ratio to one step). minutes to the low side) and execute an accelerator downshift.

At this time, the shift control unit 42 selects either the sports driving mode in which the gear ratio is shifted to the low side from the normal mode, or the manual shift mode in which the gear is shifted according to the driver's manual gear shift operation ( For example, when each switch is turned on), or when the brake pedal is being operated (depressed) in a state determined to be sports driving, the accelerator pedal is operated (depressed). If so, the continuously variable transmission 30 is downshifted (for example, the gear ratio is changed to the low side by one step).

Here, when the brake pedal is being operated, the shift control unit 42 controls the opening degree of the accelerator pedal to be equal to or greater than a predetermined opening degree (for example, 20 (deg)) and the opening speed of the accelerator pedal. The continuously variable transmission 30 is downshifted when the accelerator pedal is operated so that the is equal to or higher than a predetermined opening speed (for example, 50 (%/s)).

However, if the expected engine speed after the downshift is expected to be equal to or higher than a predetermined engine speed (for example, the overrev speed), the shift control unit 42 will not change the speed of the continuously variable transmission. 30 downshifts (changing gear ratios to the low side) are prohibited.

Note that the shift control unit 42 increases the shift speed without changing the deceleration of the vehicle (without accelerating or decelerating the vehicle). It is preferable to make a request to the ECU 60 to increase the engine speed so as to absorb it. It should be noted that the ECU 60 increases the engine speed according to the request.

Next, the operation of the speed change control device 1 for the continuously variable transmission will be described with reference to FIG. FIG. 3 is a flowchart showing a processing procedure of accelerator downshift processing by the shift control device 1 for a continuously variable transmission. This process is repeatedly executed in the TCU 40 every predetermined time (for example, every 10 ms).

In step S100, it is determined whether or not the sports driving mode in which the transmission gear ratio is shifted to the lower side than in the normal mode, or the manual shift mode in which gear shifting is performed according to the driver's manual gear shifting operation is selected. done. Here, when the sports driving mode or the manual shift mode is selected, the process proceeds to step S104. On the other hand, when neither the sports driving mode nor the manual shift mode is selected, the process proceeds to step S102.

In step S102, it is determined whether or not the vehicle is running in sports. Since the method of determining whether the vehicle is in sports driving is as described above, detailed description thereof will be omitted here. Here, when it is determined that the vehicle is running in sports, the process proceeds to step S104. On the other hand, when it is determined that the vehicle is not in sports driving, this processing is temporarily exited.

In step S104, it is determined whether or not the brake pedal is being operated (whether or not it is stepped on). Here, when the brake pedal is being operated, the process proceeds to step S106. On the other hand, when the brake pedal is not being operated, this processing is temporarily exited.

In step S106, it is determined whether or not the accelerator pedal opening is equal to or greater than a predetermined opening (for example, 20 (deg)). Here, when the accelerator pedal opening is equal to or greater than the predetermined opening, the process proceeds to step S108. On the other hand, when the opening degree of the accelerator pedal is less than the predetermined opening degree, this processing is temporarily exited.

In step S108, it is determined whether or not the opening speed of the accelerator pedal is equal to or higher than a predetermined opening speed (for example, 50 (%/s)). Here, if the opening speed of the accelerator pedal is equal to or higher than the predetermined opening speed, the process proceeds to step S110. On the other hand, when the accelerator pedal opening speed is less than the predetermined opening speed, this processing is temporarily exited.

In step S110, it is determined whether or not a downshift is possible, for example, whether or not the expected engine speed after a downshift, assuming that a downshift has been performed, is equal to or greater than a predetermined speed (eg, over-rev speed). A judgment is made about Here, if it is determined that the downshift is possible, for example, if the predicted engine speed after the downshift does not reach or exceed a predetermined speed, the process proceeds to step S112. On the other hand, when it is determined that the downshift cannot be performed, for example, when the predicted engine speed after the downshift exceeds the predetermined speed, the process is temporarily exited.

In step S112, the accelerator downshift of the continuously variable transmission 30 (changing the gear ratio to the low side) is executed. After that, the process exits.

As described above in detail, according to the present embodiment, when the accelerator pedal is operated (depressed) while the brake pedal is being operated (depressed), the continuously variable transmission 30 is downshifted. That is, the downshift can be performed by operating (stepping on) the accelerator pedal during the deceleration operation by the brake pedal. Therefore, downshifting can be performed by an operation simulating heel-and-toe in a manual transmission. As a result, it becomes possible to perform a shift operation that can simulate (or produce) sportier driving.

According to the present embodiment, when the accelerator pedal is operated while the brake pedal is being operated in a state where the sport driving mode and/or the manual shift mode is selected, the The gear transmission 30 is downshifted. Therefore, when the driver's intention for sport driving is recognized, the accelerator downshift can be executed. Therefore, it is possible to prevent downshifts unintended by the driver.

Further, according to the present embodiment, it is determined whether or not sports driving is being performed based on the operating state of the accelerator pedal, the operating state of the brake pedal, and/or the acceleration of the vehicle. In this state, continuously variable transmission 30 is downshifted when the accelerator pedal is operated while the brake pedal is being operated. Therefore, when it is recognized that the vehicle is running in sports, the accelerator downshift can be executed. Therefore, it is possible to prevent downshifts unintended by the driver.

According to the present embodiment, when the accelerator pedal is operated such that the opening degree of the accelerator pedal is greater than or equal to the predetermined opening degree while the brake pedal is being operated, the continuously variable transmission 30 is downshifted. That is, for example, if the throttle pedal is only slightly operated (depressed), it can be determined that it is not an accelerator downshift request, and downshifting can be prevented. Therefore, it is possible to prevent a downshift (malfunction) not intended by the driver.

Further, according to the present embodiment, when the accelerator pedal is operated such that the opening speed of the accelerator pedal becomes equal to or higher than the predetermined opening speed while the brake pedal is being operated, the automatic transmission is downshifted. That is, when the accelerator pedal is slowly operated (depressed), it can be determined that the accelerator downshift request is not requested and the downshift is not executed. Therefore, it is possible to prevent a downshift (malfunction) not intended by the driver.

According to the present embodiment, downshifting of the continuously variable transmission 30 is prohibited when the predicted engine speed after the downshift is expected to be equal to or higher than a predetermined speed. . Therefore, for example, it is possible to avoid over-revving of the engine 10 due to an accelerator downshift.

According to this embodiment, when the accelerator pedal and the brake pedal are simultaneously operated (stepped on), the accelerator downshift is performed without interfering with the operation of the brake override system that limits the output of the engine 10. be able to. That is, it is possible to perform coordinated control of the brake override system and the accelerator downshift. be able to.

According to this embodiment, when downshifting is executed, the ECU 60 is requested to increase the engine speed so as to absorb the inertia torque during the downshifting. Therefore, it is possible to increase the shift speed without changing the deceleration of the vehicle (without accelerating or decelerating the vehicle).

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments and various modifications are possible. For example, in the above embodiments, the present invention is applied to a chain-type continuously variable transmission (CVT), but instead of the chain-type continuously variable transmission, for example, a belt-type continuously variable transmission or a toroidal-type continuously variable transmission It can also be applied to a continuously variable transmission and the like. It can also be applied to step AT (Automatic Transmission), DCT (Dual Clutch Transmission), and the like.

Further, in the above embodiment, the presence or absence of brake operation is detected based on the value of the brake fluid pressure received from the VDCU 70 via the CAN 100, but instead of or in addition to the brake fluid pressure, for example, the brake The brake operation may be detected by reading the signal of the brake switch that turns on when the pedal is depressed.

Furthermore, in the above embodiment, the TCU 40 that controls the continuously variable transmission 30 and the ECU 60 that controls the engine 10 are configured as separate pieces of hardware, but they may be configured as one piece of hardware.

1 Transmission Control Device for Continuously Variable Transmission 10 Engine 12 Crank Angle Sensor 20 Torque Converter 30 Continuously Variable Transmission 34 Primary Pulley 35 Secondary Pulley 36 Chain 40 TCU
41 Sports driving determination section 42 Shift control section 59 Range switch 60 ECU
62 accelerator pedal sensor 70 VDCU
71 brake fluid pressure sensor 72 longitudinal acceleration sensor 73 lateral acceleration sensor 74 steering angle sensor 100 CAN

Claims (8)

automatic transmission and
a shift control means for controlling a gear ratio of the automatic transmission;
brake operation detection means for detecting the operation state of the brake by the driver;
Accelerator operation detection means for detecting the operation state of the accelerator by the driver,
The shift control means is characterized in that, when the accelerator is operated while the brake is being operated, the gear ratio of the automatic transmission is downshifted by one step to the low side. A shift control device for an automatic transmission. In a state in which the gear shift control means selects a sports driving mode in which the gear ratio is shifted to a lower side than in the normal mode, and/or a manual shift mode in which the gear ratio is changed according to a manual gear shift operation by the driver. 2. The gear ratio of the automatic transmission is downshifted by one step to the low side when the accelerator is operated while the brake is being operated. automatic transmission shift control device. sports driving determination means for determining whether or not sports driving is being performed based on the operation state of the accelerator, the operation state of the brake, and/or the acceleration of the vehicle;
The shift control means shifts the gear ratio of the automatic transmission to one step when the accelerator is operated while the brake is being operated in a state in which sports driving is determined. 3. A shift control device for an automatic transmission according to claim 1, wherein the gear shift is downshifted to the minute low side . The shift control means controls the shifting of the automatic transmission when the accelerator is operated such that the opening of the accelerator is equal to or greater than a predetermined opening when the brake is operated. 4. A shift control device for an automatic transmission according to any one of claims 1 to 3 , wherein the gear ratio is downshifted by one step to the low side . The shift control means controls the shift of the automatic transmission when the accelerator is operated such that the accelerator opening speed is equal to or higher than a predetermined opening speed when the brake is operated. 5. A shift control device for an automatic transmission according to claim 1, wherein the gear ratio is downshifted by one step to the low side . When the gear ratio of the automatic transmission is assumed to be downshifted to the low side by one stage and the expected engine speed after the downshift is expected to be equal to or higher than a predetermined speed, the shift control means 6. A shift control device for an automatic transmission according to claim 1, wherein downshifting of said automatic transmission is prohibited. 7. The vehicle according to any one of claims 1 to 6, wherein the vehicle is equipped with a brake override system that limits engine output when the accelerator and the brake are operated simultaneously. A shift control device for an automatic transmission. The shift control means according to any one of claims 1 to 7, wherein, when downshifting is executed, the gearshift control means makes a request to increase the engine speed so as to absorb inertia torque during downshifting. A shift control device for an automatic transmission as described.

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