JPH09264408A - Control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the change of a gear ration due to an erroneous operation by prohibiting manual shift control in a manual shift mode on the operation of a shift control means, when the turning speed of a steering wheel is equal to or above the prescribed value. SOLUTION: A stepping motor 47 is operated and controlled on the basis of pulse signals from a control unit 100. Also, the control unit 100 is provided with a steering angle sensor 106 for detecting the turning angle ϕ of a steering wheel, and receives signals transmitted from a manual shift selector switch 110 for changing over the mode of a transmission, a shift-up switch 111 for instructing shift-up control, a shift-down switch 112 for instructing shift-down control and idling switch 111. In this case, the control unit 100 brohibits manual shift control for selecting a gear ratio in a manual shift mode, when the turning speed of the steering wheel is equal to or more than the prescribed speed. As a result, the change of the gear ratio of a transmission can be prevented and a driver's feeling of physical disorder can be eliminated.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technical field of an automatic transmission control device including a toroidal type or pulley type continuously variable transmission or an ordinary gear type stepped transmission.

[0002]

2. Description of the Related Art Generally, in this type of automatic transmission, the gear ratio is automatically switched according to the opening of an accelerator pedal and the vehicle speed. However, since the gear ratio of this transmission is almost uniformly determined according to the running state of the vehicle, even if the driver wants to change the gear ratio in a certain running state of the vehicle, the gear ratio can be changed according to the request. There was a problem that I could not do it.

Therefore, conventionally, for example, Japanese Patent Laid-Open No. 59-373.
As shown in Japanese Patent Publication No. 59, in contrast to an automatic transmission that normally has a gear ratio that is automatically changed, a gear ratio that is manually changed by a vehicle driver has been proposed.

[0004]

When performing manual shift control by switching the automatic transmission from the automatic shift mode to the manual shift mode as described above, the operating means for instructing the shift change is located at a position near the driver. In the above-mentioned proposal, an instruction operation switch (operation means) for instructing the shift change is attached to the instrument panel in the vehicle compartment.

When the instruction operation switch is attached to the steering wheel of the vehicle, it is possible to easily and quickly issue a gear ratio switching command in the speed change mode, as compared with the proposed example. However, in that case, the driver may accidentally touch the instruction operation switch and operate it while unintentionally turning the steering wheel for steering the vehicle. As a result, the gear ratio of the transmission is changed and the driver feels uncomfortable.

The present invention has been made in view of the above points, and an object of the present invention is to change the automatic transmission from the automatic transmission mode to the manual transmission mode by operating the operating means with the steering wheel as described above. When switching and performing manual shift control, by changing the gear ratio in the manual shift mode by adding a predetermined condition, it is possible to prevent changes in the gear ratio due to erroneous operation of the operating means during steering of the steering wheel. To do.

[0007]

In order to achieve the above object, according to the present invention, the steering speed of the steering wheel is detected, and when the steering speed is higher than a predetermined value, the operating means may be erroneously operated. As a result, the shift control is not performed in the manual shift mode of the automatic transmission.

Specifically, in the invention of claim 1, as shown in FIG. 1, the operating means 111, 112 provided on the steering wheel of the vehicle and the operating means 111, 11 are provided.
In the control device of the automatic transmission, which includes the shift control means 115 for changing the gear ratio in a state in which the automatic transmission 12 is switched from the automatic shift mode to the manual shift mode by the operation of 2, the steering wheel turning speed Δφ is It is characterized in that a prohibiting means 116 for prohibiting the manual shift control in the manual shift mode by the shift control means 115 when the value is equal to or more than a predetermined value is provided.

With the above structure, when the steering wheel operation means 111 and 112 are operated while the vehicle is in operation, the operation means 11 is operated while the automatic transmission 12 is switched from the automatic transmission mode to the manual transmission mode.
Manual control for changing the gear ratio is performed by the gear shift control unit 115 according to the operation of 1, 112. Then, the steering speed Δφ of the steering wheel is detected, and when the steering speed Δφ is equal to or higher than a predetermined value, the shift control in the manual shift mode by the shift control means 115 is prohibited by the prohibiting means 116. That is, when the steering speed of the steering wheel is steered by the driver and the steering speed Δφ is higher than a predetermined value and the operation means 111 and 112 are apt to be erroneously operated, even if the automatic transmission 12 is in the manual shift mode, the gear ratio is changed. Therefore, even if the driver accidentally touches and operates the operating means 111, 112, the gear ratio of the transmission 12 does not change.

In the invention of claim 2, the prohibiting means 116 is provided.
Is configured to prohibit the manual shift control by the shift control means 115 when the steering angle φ of the steering wheel is equal to or greater than a predetermined value. This allows manual switching of the gear ratio of the transmission 12 when the steering angle φ of the steering wheel is smaller than a predetermined value, but when the steering angle φ is larger than a predetermined value, the manual transmission of the gear ratio is possible. Since the switching is prohibited, it is possible to more effectively avoid a change in the gear ratio due to an erroneous operation of the operating means 111, 112.

In the third aspect of the invention, the prohibiting means 116 is
When the vehicle speed V is equal to or higher than a predetermined value, the shift control means 115
It is assumed that the manual shift control by is prohibited. With this configuration, when the vehicle speed V is lower than the predetermined value, the manual change of the gear ratio of the transmission 12 is allowed, but when the vehicle speed is higher than the predetermined value, the change of the gear ratio is prohibited. Also in the case of operating means 11
It is possible to more effectively avoid a change in the gear ratio due to an erroneous operation of 1,112.

[0012]

BEST MODE FOR CARRYING OUT THE INVENTION

(Embodiment 1) FIG. 9 shows the overall configuration of an automatic transmission according to Embodiment 1 of the present invention. In FIG. 9, reference numeral 1 denotes an in-vehicle engine, and an output shaft 1a of the engine 1 has an automatic transmission 12 formed of a toroidal type continuously variable transmission via a clutch 2.
Are drivingly connected. The automatic transmission 12 has an input shaft 13 arranged on the same axis as the output shaft 1a of the engine 1.
And an output shaft 14 arranged in parallel with the input shaft 13, and the input shaft 13 is connected to the engine 1 via the clutch 2.
Of the output shaft 1a of the
Are connected to drive wheels (not shown) via.

A first drive gear 15, a holding disc 16, a toroidal speed change mechanism 17 and a second drive gear 23 are arranged on the input shaft 13 in this order from the engine 1 side, and the first drive gear 15 and the holding disc 16 are arranged. Is the input shaft 1
3 is rotationally fixed to the third drive gear 23, and the second drive gear 23 is connected to the input shaft 1
3 rotatably supported. On the other hand, on the output shaft 14, the output gear 25, the first driven gear 26, the low clutch 27, the planetary gear mechanism 28, and the second gear are arranged in this order from the engine 1 side.
A driven gear 33 and a high clutch 34 are respectively arranged, and the output gear 25 is fixed to the output shaft 14 so as to rotate together.
The first driven gear 26 and the second driven gear 33 are rotatably supported by the output shaft 14.

The toroidal transmission mechanism 17 has an input disk 18 located on the engine 1 side and an output disk 19 located on the side opposite to the engine 1 with respect to the input disk 18. Both of these disks 18, 19 are provided. Input shaft 1
It is rotatably supported on 3. The rear surface (the surface opposite to the output disk 19) of the input disk 18 is pressed against the holding disk 16 via a loading cam 35 so that the output disk 19 can rotate integrally with the second drive gear 23. Are combined. On the surface of the input disk 18 facing the output disk 19, there is formed a transmission surface 18a which is a curved surface having a taper diameter toward the output disk 19 side and an arc-shaped cross section along the axial direction. There is. On the other hand, on the surface of the output disk 19 facing the input disk 18, a transmission surface 19a formed of a curved surface having a tapered small diameter toward the input disk 18 and a circular arc-shaped cross section along the axial direction. Are formed. A pivot which extends between the discs 18 and 19 and extends toward the input shaft 13 (the center of rotation of the discs 18 and 19) and which can be swung about a swing center Q which is in a twisted position with respect to the input shaft 13. A pair of support members 20 and 20 having shafts 20a and 20a are arranged, and a power roller 21 is rotatably and pressed from the support member 20 via a thrust bearing 22 to the pivot shaft 20a of each support member 20. It is supported in a closed state. The outer peripheral surface of each power roller 21 has an arcuate cross section so as to be in pressure contact with the transmission surfaces 18a and 19a of the input / output disks 18 and 19 so as to be transmittable, and swings around the swing center Q of each support member 20. Each power roller 21 is input / output disk 1
8 and 19 are rotated while being tilted, and the contact positions of the two power rollers 21 and 21 with the transmission surfaces 18a and 19a of the both power rollers 21 and 21 are set in the radial direction of the disks 18 and 19 in accordance with the tilt angles. Instead, the gear ratio (torque ratio) at the time of torque transmission from the input disk 18 to the output disk 19 is changed. That is, the speed ratio between the input / output disks 18 and 19 of the toroidal speed change mechanism 17 is such that the diameter of the contact position of the input disk 18 with the power roller 21 from the input shaft 13 and the contact position of the output disk 19 with the power roller 21. It is determined by the ratio of the position to the diameter from the output shaft 14.

The planetary gear mechanism 28 includes a sun gear 29 rotatably supported on the output shaft 14, and the sun gear 2
A pinion carrier 31 that rotatably carries a plurality of pinions 30, 30, ... That mesh with 9, and a ring gear 32 that is rotatably fixed to the output shaft 14 and that meshes with each of the pinions 30 at the inner periphery, The sun gear 29 is rotatably connected and fixed to the second driven gear 33.

Both shafts 1 are provided between the input / output shafts 13 and 14.
An intermediate shaft 36 is disposed in parallel with the intermediate shaft 3 and 14.
An intermediate gear 37, which meshes with the first drive gear 15 on the input shaft 13 and the first driven gear 26 on the output shaft 14, is fixed to 6, and the first driven gear 26 is fixed via the intermediate gear 37. It is drivingly connected to the first drive gear 15. Further, the low clutch 27 is adapted to connect and disconnect the power transmission between the first driven gear 26 and the pinion carrier 31 of the planetary gear mechanism 28, and the high clutch 34.
Is the output shaft 14 and the second driven gear 33 (the planetary gear mechanism 2
8 sun gear 29) so as to connect and disconnect power transmission between the two. And these Lo
By engaging or disengaging the w clutch 27 and the high clutch 34 in a predetermined state, the gear shift state of the automatic transmission 12 is switched to the reverse state, the forward low state and the forward high state, and in the reverse state and the forward low state, the toroidal Both the speed change mechanism 17 and the planetary gear mechanism 28, and only the toroidal speed change mechanism 17 in the forward High state, the speed ratio between the input shaft 13 and the output shaft 14 (the transmission 1
The gear ratio of 2) is changed.

Reference numeral 38 denotes the input shaft 1 for controlling the output disc 19 of the toroidal speed change mechanism 17 from separating from the input disc 18 by pressure contact with the power roller 21.
3 is a regulation disc provided at the end of 3.

FIG. 8 shows the mechanism of gear shift control of the toroidal gear shift mechanism 17. Both support members 20, 20 are at the low side and the H side, which are hydraulic cylinders connected to the respective support members.
The high side cylinders 40, 40 are pressed and moved in opposite directions around the input shaft 13 to swing about the swing center Q. A hydraulic line pressure acts on both cylinders 40, 40 via a shift control valve 41 which is an electromagnetic switching valve. The shift control valve 41 includes a sleeve-shaped valve body 42 and a spool 43 that is slidably fitted in the valve body 42 with a predetermined stroke. The line pressure port 42a communicating with the cylinders 40, 40 and the Low and High ports 42b, 42c communicating with the cylinders 40, 40 are opened. A spring receiver 45 is slidably and non-rotatably arranged in the valve body 42 at one end of the spool 43, and a spring 46 is compressed between the spring receiver 45 and one end of the spool 43. ing. Further, the spring receiver 45 is screwed into a stepping motor 47 and is coupled so as to be movable in the axial direction by the rotation of the stepping motor 47.
By inputting a pulse signal of the required number of pulses to the spool 43, the spool 43 is stroke-moved via the spring 46, and the passage areas of the communicating portions between the line pressure port 42a and each of the Low and High ports 42b and 42c are reversed. When the line pressure is supplied to each cylinder 40 by changing the direction, and the spool 43 is moved to the right side in FIG. 8, the opening area of the communication portion of the line pressure port 42a with the Low port 42b is changed to the communication area with the High port 42c. By making the hydraulic pressure supplied to the low side cylinder 40 larger than that of the high side cylinder 40 by increasing the opening area of the input shaft 13 of the input disk 18 of the toroidal speed change mechanism 17 to the power roller 21. From the diameter from the output shaft 14 at the contact position of the output disc 19 with the power roller 21. And small, while increasing the transmission ratio of the toroidal speed change mechanism 17, when moving to the left side of the spool 43 in FIG. 8, on the contrary, the line pressure port 42
a, the opening area of the communicating portion with the High port 42c is L
The hydraulic pressure supplied to the high-side cylinder 40 is made larger than the opening area of the communicating portion with the ow port 42b to increase the hydraulic pressure supplied to the high-side cylinder 40, so that the input disc 18 of the toroidal speed change mechanism 17 is supplied to the power roller 21. The diameter of the contact position from the input shaft 13 is determined by the output disc 19
The contact position with the power roller 21 is made larger than the diameter from the output shaft 14 to reduce the gear ratio of the toroidal transmission mechanism 17.

In FIG. 8, reference numeral 44 denotes a mechanical feedback mechanism connected between the other end of the spool 43 of the shift control valve 41 and the piston rod 40a of the low side cylinder 40, and the operation of the low side cylinder 40. That is, the movement of the support members 20, 20 of the toroidal transmission mechanism 17 is mechanically fed back to the spool 43 of the transmission control valve 41 to balance the movement.

As shown in FIG. 11, the stepping motor 47 is controlled by a pulse signal from the control unit 100 together with other necessary control actuators (not shown). The control unit 100 includes at least an engine speed sensor 101 for detecting the actual engine speed ESP * based on the speed of the input shaft 13 of the transmission 12.
A vehicle speed sensor 102 for detecting the vehicle speed V based on the rotational speed of the output shaft 14, a throttle opening sensor 103 for detecting an opening TVO (throttle opening) of a throttle valve (not shown) of the engine 1, A longitudinal acceleration sensor 104 that detects the longitudinal acceleration of the vehicle, a lateral acceleration sensor 105 that detects the lateral acceleration, and a steering wheel 50 (see FIG. 4).
The steering angle sensor 106 for detecting the steering angle φ (steering steering angle), the road surface friction coefficient sensor 107 for detecting the friction coefficient μ of the vehicle traveling road surface, and the road surface gradient sensor 108 for detecting the road surface gradient θ. And a brake switch 109 for detecting depression of the brake pedal of the vehicle, and a transmission 12
To a manual shift mode, a manual shift select switch 110, a shift up switch 111 as an operating means for instructing shift up control in the manual shift mode, and a shift down control for instructing the same. Signals of a shift-down switch 112 as an operating unit and an idle switch 113 that is turned on when the engine 1 is idle are input. In the control unit 100, the vehicle speed V and the engine 1 are previously mapped as a map, as will be described later. Automatic shift diagram in which the target engine speed ESPO is set according to the throttle opening TVO of the vehicle (see FIG. 10)
Based on the above, a pulse signal to the stepping motor 47 is obtained so that the gear ratio in the toroidal transmission mechanism 17 of the transmission 12 becomes equal to the target engine speed ESPO according to the above shift diagram, and the pulse signal is calculated. The output is provided to the stepping motor 47.

As shown in FIG. 4, the manual shift select switch 110, the shift up switch 111 and the shift down switch 112 are mounted on the steering wheel 50 on the right side of the vehicle compartment. That is, the operation panel portion 51 is provided on one spoke portion (left side in the illustrated example) of the steering wheel 50 when the vehicle is in a straight traveling state, and as shown in FIG. Manual shift select switch 110 and shift up switch 111 at the bottom
And a shift down switch 112 are arranged respectively. The manual gear shift select switch 110 is of a push-operated type.
The ON / OFF signal for switching the shift mode of 1 to the automatic shift mode or the manual shift mode is alternately output every time the operation is performed. Further, the shift-up switch 111 and the shift-down switch 112 are also push-type switches, and the shift-down switch 112 is the shift-up switch 11.
It is arranged outside the steering wheel 50 in the radial direction.

As shown in FIGS. 6 and 7, a concave portion 52 is formed on the surface of the shift down switch 112 on the outer side of the steering wheel 50 in the radial direction. On the other hand, the shift-up switch 1 located inside the steering wheel 50 in the radial direction.
The surface of 11 is provided with a protrusion 53, a part of which protrudes, so that the driver can distinguish between the switches 111 and 112 by looking for the front of the vehicle. It should be noted that, as shown in FIGS. 12 and 13, on the surface of the shift-down switch 112, a cutout 5 is provided instead of the recess 52.
4 may be formed, and both switches 111,
It is possible to identify 112 by groping.

The control operation of the stepping motor 47 for driving the shift control valve 41 in the control unit 100 will be described with reference to FIG.
In step S1, the input signals of the sensors 101 to 108 and the switches 109 to 113 are detected, and in step S2
In the above, from the steering turning angle φ detected by the signal from the steering angle sensor 106 to the steering turning speed Δφ
Is calculated. In the next step S3, the engine speed limit upper limit value ESPH is set from the characteristics set based on the vehicle speed V, the shift speed r, and the road surface friction coefficient μ, and the characteristics set based on the vehicle speed V and the shift speed r. After determining the engine speed limit lower limit value ESPL from
Move to step S4. In step S4, it is determined whether the manual shift select switch 110 is in the ON state. When this determination is "switch OFF", it is considered that the automatic shift mode of the transmission 12 is requested, and the process proceeds to step S18, where the throttle opening TVO of the engine 1 and the vehicle speed V in the automatic shift diagram are used. After calculating the target engine speed ESPO by
Go to 9. As shown by the solid line in FIG. 10, the automatic shift diagram is such that the vehicle speed V, the throttle opening TVO of the engine 1 and the target engine speed ESPO are preset as a map, and the input vehicle speed V and throttle Opening T
By comparing VO with the shift diagram, the target engine speed ESPO corresponding to them is obtained.

On the other hand, when the determination at step S4 is "switch ON", it is considered that the manual shift mode of the transmission 12 is required, and steps S5 to S5 are performed.
Proceed to S17. First, in step S5, it is determined whether the steering turning speed Δφ is smaller than a predetermined value Δφ1. When this determination is NO in Δφ ≧ Δφ1, the process directly proceeds to step S12.

On the other hand, if the determination is YES, that is, Δφ <Δφ1, the ON / OFF state of the shift-up switch 111 is determined in step S6. If this judgment is "switch OFF", it is the same as "switch O".
If it is "N", the current gear position r is set to r + 2 in step S7.
After updating to, and shifting up to the higher side by the second speed, the process proceeds to step S8.

That is, as indicated by a broken line in the shift diagram of FIG. 10, a gear ratio r (ratio) is set by dividing the entire gear ratio of the transmission 12 into, for example, 11 fixed gear ratios. In the manual shift mode, the shift stage r is selected and the shift stage r to be selected is changed according to the signal from the shift up switch 111 or the shift down switch 112. Therefore, the processing in step S7 changes the gear r to the higher side (the side where the gear ratio becomes smaller) by the second speed, for example, when the gear r is at the r = 5th, r =
It is to switch to 7th speed.

In step S8, on the contrary, the ON / OFF state of the downshift switch 112 is determined. If this determination is "switch ON," the shift-up switch 111 is turned ON / O again in step S9.
When the FF state is determined and the determination is "switch OFF", the process proceeds to step S10 when the determination in step S8 is "switch OFF", and the current gear stage r is set to r-.
After being updated to 1 and shifting down to the lower side by the first speed (for example, when the gear stage r is at the r = 5th speed, the speed is switched to the r = 4th speed), the routine proceeds to step S12.

When the determination in step S9 is "switch ON", the shift-up switch 11 is erroneously selected.
1 and the shift down switch 112 are simultaneously turned on, and in step S11, the gear r
To r-2, the process in step S7 is canceled and then the process proceeds to step S12.

In the step S12, the step S
7, the target engine speed ESPO on the shift diagram is obtained from the gear r and the vehicle speed V set in S10, and in the next step S13, the target engine speed ESPO is the engine speed limit upper limit in step S3. It is determined whether it is lower than the value ESPH. This judgment is ESPO ≧ ES
When PH is NO, it is considered that the engine 1 is in the over-rotation state (overrev), the process proceeds to step S14, the gear r is updated to r + 1 to shift up to the higher side by the first speed, and then to step S17. move on. If the determination in step S13 is YES, ESPO <ESPH, then in step S15, this time the target engine speed ESPO
Is higher than the engine speed limit lower limit value ESPL. If this judgment is ESPO ≦ ESPL, N
When it is O, it is considered that the engine 1 is in a low rotation state in which there is a risk of stall, and in step S16, the shift stage r is updated to r-1 and downshifted to the lower side by the first speed. It proceeds to step S17. This step S1
In step 7, again, the target engine speed ESPO on the shift diagram is obtained from the shift speed r and the vehicle speed V similarly to step S12, and after step S17, the determination in step S15 is made when ESPO> ESPL is YES. Then, the process proceeds to step S19.

In step S19, the deviation ΔN between the target engine speed ESPO and the actual engine speed ESP * is calculated, and in step S20 the number of pulses ΔPULSE to be output to the stepping motor 47 is calculated from the engine speed deviation ΔN. The pulse number ΔPULS is calculated by feedback control after proceeding to step S21.
After outputting the E pulse signal to the stepping motor 47, the process returns.

In this embodiment, in steps S4, S6 to S17 of the above flow, the shift-up switch is operated while the automatic transmission 12 is switched from the automatic shift mode to the manual shift mode by the ON operation of the manual shift select switch 110. The shift control means 11 is configured to change the gear ratio by changing the gear ratio r of the transmission 12 by turning on the 111 and the shift down switch 112.
5 are configured.

Further, at step S5, when the steering turning speed Δφ is equal to or greater than the predetermined value Δφ1, the shift control means 115 causes the shift step r in the manual shift mode.
The prohibiting means 116 is configured so as to prohibit the manual shift control for switching.

Therefore, in this embodiment, the operation panel portion 5 of the steering wheel 50 of the vehicle is in operation while the vehicle is in operation.
Manual shift select switch 110 in 1 is O
When in the FF state, the transmission 12 is kept in the automatic shift mode, and the target engine speed ESP is determined based on the throttle opening TVO and the vehicle speed V of the engine 1 in the automatic shift diagram.
O is calculated, and the pulse number ΔPULS is set so that the actual engine speed ESP * becomes the target engine speed ESPO.
E is calculated, a pulse signal of this pulse number ΔPULSE is output to the stepping motor 47, and the gear shift stage r of the transmission 12 is feedback-controlled.

On the other hand, when the manual shift select switch 110 is turned on by the driver, the automatic transmission 12 is switched from the automatic shift mode to the manual shift mode. Then, when the shift-up switch 111 is turned on in the manual shift mode, a shift stage r close to the current shift stage of the automatic transmission 12 is selected from a plurality of shift stages r whose gear ratios are fixed in advance. After that, the gear r is shifted up to the higher gear by the second speed. On the other hand, the shift down switch 112
Is turned on, a gear stage r having a fixed gear ratio close to the current gear ratio is selected and downshifted to a gear stage r lower by one speed. Further, when the shift-up switch 111 and the shift-down switch 112 are simultaneously turned on, the above-described shift-up or shift-down of the gear stage r is not performed. By doing this, the automatic transmission 1
Even if it is 2, like the gear shifting operation of the manual transmission,
It is possible to change the gear ratio by changing the gear ratio according to the driver's preference.

In this case, the steering wheel 50
The steering turning speed Δφ at the time of turning is detected as shown in FIG.
As shown in FIG. 3, when the steering turning speed Δφ is smaller than the predetermined value Δφ1 (in FIG. 3, the turning direction of the steering wheel 50 is shown by positive and negative), the shift up switch 111 and the shift down switch 1
All of the ON signals of 12 are valid, and the shift stage r is switched in the manual shift mode of the transmission 12.
However, when the steering turning speed Δφ is equal to or greater than the predetermined value Δφ1, even if the shift up switch 111 and the shift down switch 112 are in the ON state, the O
The N signal becomes invalid, and switching of the gear stage r (change of the gear ratio) in the manual gear shift mode is prohibited. For this reason,
While steering the steering wheel 50, the driver mistakenly shifts up the shift switch 111 and the shift down switch 1.
Even if 12 is touched and it is turned on, the transmission 1
The second gear r does not switch, and it is possible to prevent the driver from feeling uncomfortable due to a change in the gear ratio.

In the operation panel section 51 of the steering wheel 50, as shown in FIGS. 6 and 7,
The shift down switch 112 is the shift up switch 1
Since it is arranged on the outer side of the steering wheel 50 in the radial direction of the steering wheel 50, the shift down switch 112, which is frequently used, can be arranged on the side where the driver can easily operate, for example, for adjusting the engine brake during downhill traveling. The shift operability of the stage r can be improved.

In addition, the shift down switch 112
There is a recess 52 on the surface of the shift-up switch 11
Since the protrusions 53 are respectively provided on the surface of 1,
The driver can distinguish between the switches 111 and 112 by the feel of a fumbling finger while looking at the front of the vehicle without shifting the line of sight to the steering wheel 50, further improving the shift operability of the gear r. Can be planned.

(Embodiment 2) FIG. 14 shows Embodiment 2 of the present invention (in the following embodiments, the same parts as those in FIGS. 2, 4, 5 and 8 to 11 are designated by the same reference numerals. And detailed description thereof will be omitted).
When the steering turning speed Δφ is equal to or greater than the predetermined value Δφ1, the switching of the gear stage r in the manual shift mode of the transmission 12 is prohibited, while the steering turning angle φ is further limited. It is a thing.

That is, in this embodiment, FIG.
As shown in FIG. 4, the processing operation in the control unit 100 is basically the same as that of the first embodiment (see FIG. 2), but the following points are different. That is, if it is determined in step S5 that the steering turning speed Δφ is equal to or more than the predetermined value Δφ1, YES, the process proceeds to step S22, and it is determined whether the steering turning angle φ is smaller than the predetermined value φ1. Is NO when φ ≧ φ1, the process proceeds to step S12, but when the determination is YES when φ <φ1, step S6 is performed.
Then, the ON / OFF state of the upshift switch 111 is determined. Therefore, in this embodiment, step S
5, S22 constitutes a prohibiting means 116, which prohibits the shift control means 115 from switching the shift stage r in the manual shift mode when the steering turning angle φ is a predetermined value φ1 or more. I am trying.

In the case of this embodiment, the condition of the steering turning angle φ is added to the steering turning speed Δφ of the first embodiment, and as shown in FIG. 15, the steering turning speed Δφ is lower than the predetermined value Δφ1. Further, the transmission 1 is only provided when the steering turning angle φ is smaller than a predetermined value φ1.
Switch 111, 112 in the manual shift mode of 2
Switching of the gear stage r by the ON operation of is not permitted, and switching is prohibited under other conditions. Therefore, the transmission 12
It is possible to more effectively avoid the change in the driving state due to the switching of the gear shift stage r.

(Embodiment 3) FIG. 16 shows Embodiment 3 in which the steering turning angle φ in Embodiment 2 is replaced by the vehicle speed V condition. In this embodiment, when it is determined that the steering turning speed Δφ is equal to or more than the predetermined value Δφ1 in step S5 of the processing operation in the control unit 100, the process proceeds to step S22 ′.
It is determined whether the vehicle speed V is lower than a predetermined value V1, and if this determination is NO when V ≧ V1, the process proceeds to step S12, but if the determination is YES when V <V1, step S6 is performed.
Then, the ON / OFF state of the upshift switch 111 is determined. Therefore, in this embodiment, step S
5, S22 'constitutes a prohibiting means 116 for prohibiting the shift control means 115 from switching the shift stage r in the manual shift mode when the vehicle speed V is equal to or higher than the predetermined value V1.

In the case of this embodiment, the condition of the vehicle speed V is added to the steering turning speed Δφ, and as shown in FIG. 15, the steering turning speed Δφ is lower than the predetermined value Δφ1 and the vehicle speed V is lower than the predetermined value V1. The manual shift control of the transmission 12 is allowed only when is low, and under other conditions, the shift of the gear stage r is prohibited. Therefore, also in this embodiment, similarly to the second embodiment, it is possible to more effectively avoid the change in the driving state due to the switching of the gear stage r of the transmission 12.

Incidentally, both the steering turning angle φ of the second embodiment and the vehicle speed V of the third embodiment may be added to the steering turning speed Δφ of the first embodiment. In that case, the manual shift of the transmission 12 is performed only when the steering turning speed Δφ is lower than the predetermined value Δφ1, the steering turning angle φ is smaller than the predetermined value φ1, and the vehicle speed V is lower than the predetermined value V1. Switching of the gear stage r in the mode is not permitted, and switching is prohibited under other conditions.

In addition to the toroidal type continuously variable transmission as in the first to third embodiments, the present invention is also a pulley type (belt type).
It can also be applied to an automatic transmission including a continuously variable transmission.

(Embodiment 4) FIGS. 17 to 20 show Embodiment 4 of the present invention. In each of the above embodiments, the automatic transmission 1 is shown.
While 2 is a continuously variable transmission having a toroidal transmission mechanism 17, it is applied to a general gear type automatic transmission 12 '.

That is, FIG. 18 schematically shows the entire structure of the fourth embodiment, and 3 is a torque converter drivingly connected to the output shaft 1a of the engine 1.
A known gear type automatic transmission 12 'is drivingly connected to the output side of the.

The torque converter 3 is fixed to the output shaft 1a of the engine 1 via the converter cover 4 via the pump 5, the turbine 6 on the output side, and the transmission case 12a '. The shaft 7 is provided with a stator 7 provided via a one-way clutch 8.
The torque converter 3 is provided with a lockup clutch 10 that directly connects the turbine 6 and the pump 5 (the output shaft 1a of the engine 1).

On the other hand, the automatic transmission 12 'is provided with a pump driving central shaft 61, one end of which is drivingly connected to the output shaft 1a of the engine 1, and the hydraulic pump 84 is provided at the other end of the central shaft 61.
Is attached. A hollow turbine shaft 62 is arranged and supported around the central shaft 61, and one end of the turbine shaft 62 is connected to the turbine 6 of the torque converter 3. A Ravigneaux type planetary gear mechanism 63 is disposed and supported on the turbine shaft 62. The planetary gear mechanism 63 includes a small-diameter sun gear 64 and a large-diameter sun gear 65 arranged side by side on the center side, a short pinion 66 that meshes with the small-diameter sun gear 64, a long pinion 67 that meshes with the large-diameter sun gear 65, and both of these pinions. A ring gear 68 on the outer peripheral side that meshes with 66 and 67, and a carrier 69 that supports both pinions 66 and 67.

Various friction elements are incorporated in the planetary gear mechanism 63. That is, to the side away from the engine 1 with respect to the planetary gear mechanism 63, the small diameter sun gear 64 is transmitted via the first one-way clutch 70 that transmits torque from the turbine shaft 62 only in the direction from the input side to the output side. Forward clutch 71 for connecting and disconnecting the power transmitted to the turbine shaft 62 and the small-diameter sun gear 64.
The coast clutch 72 that connects and disconnects the power transmission between the two is connected in parallel, and when the coast clutch 72 is engaged, the power transmission from the wheel side to the engine 1 side is performed and the so-called engine braking is effective. It is supposed to be.

A 2-4 brake 73, which is a band brake, is disposed outside the coast clutch 72. The 2-4 brake 73 is the same as the large-diameter sun gear 65.
And a brake hand 75 wound around the brake drum 74,
2-4 Large-diameter sun gear 6 when brake 73 is engaged
The rotation of 5 is fixed. On the side of the 2-4 brake 73, a reverse clutch 76 for reverse traveling, which connects and disconnects power transmission between the large-diameter sun gear 65 and the turbine shaft 62 via the brake drum 74, is arranged. .

Further, between the carrier 69 of the planetary gear mechanism 63 and the transmission case 12a ', a low reverse brake 77 for locking or unlocking the two and a second one-way clutch 78 are provided in parallel. ing.

Further, a 3-4 clutch 79 for connecting and disconnecting the power transmission between the carrier 69 and the turbine shaft 62 is arranged on the side of the planetary gear mechanism 63 on the engine 1 side. An output gear 80 is arranged beside the 3-4 clutch 79, and the output gear 80 is the ring gear 6 described above.
8 via an output shaft 81. The automatic transmission 12 'itself has four forward speed and one reverse speed, and the four clutches 71, 72, 7 are provided.
By operating the brakes 6, 79 and the two brakes 73, 77 appropriately, the required shift speed can be obtained.

As shown in FIG. 20, the automatic transmission 1
Each friction element 2 '(clutch 71, 72, 76, 79 and brake 73, 77) is operated by the hydraulic pressure supplied from a hydraulic control circuit 83 (only part of which is shown) including the hydraulic pump 84. The hydraulic pressure control circuit 83 controls a plurality of shift valves 86, 86, ... (Only one is exemplarily illustrated) for shifting, and solenoid valves 87, 87 ,. ), Duty control is performed on the opening degree of each shift solenoid valve 87 to change the drive hydraulic pressure for the shift shift valve 86, thereby supplying and discharging the hydraulic pressure to each friction element of the automatic transmission 12 '. The solenoid valves 87 are controlled by the control unit 100 based on the range and the gear position determined according to the operating condition (the vehicle speed V and the throttle opening TVO of the engine 1) based on a preset gear change pattern. ON / OFF control by the shift valve 86,
The coast clutches 72,
The oil passages leading to the friction elements such as the -4 brake 73 and the 3-4 clutch 79 are switched to engage and release these friction elements.

Table 1 shows the relationship between the shift speed of the transmission 12 'and the operations of the clutches 71, 72, 76, 79 and the brakes 73, 77.

[0055]

[Table 1]

As shown in FIG. 19, the control unit 100 for ON / OFF control of each shift solenoid valve 87 has the same signals as the sensors 101 to 108 and the switches 109 to 113 as in the first embodiment. Is input (see FIG. 11), and the control unit 100 causes the shift solenoid valve 87 to
In addition to the above, other solenoid valves such as a solenoid valve (not shown) for controlling the lockup clutch are controlled.

In the control unit 100, ON / OF for each shift solenoid valve 87 is performed.
The operation of engagement control or non-engagement control of each friction element by F switching will be described with reference to FIG. First, step T
1, each sensor 101-108 and each switch 109-
The input signal of 113 is detected, and in step T2, the steering turning speed Δφ is calculated from the steering turning angle φ detected by the signal from the steering angle sensor 106.
In the next step T3, the engine speed limit upper limit value ESPH is set from the characteristics set based on the vehicle speed V, the gear ratio of the transmission 12 'and the road surface friction coefficient μ, and based on the vehicle speed V and the gear ratio. After determining the engine rotation speed limit lower limit value ESPL from the characteristics described above, the process proceeds to step T4. In step T4, it is determined whether the manual shift select switch 110 is in the ON state. When this judgment is "switch OFF",
Considering that the automatic transmission mode of the transmission 12 'is requested, the process proceeds to step T26, where the target shift speed r is determined based on the throttle opening TVO of the engine 1 and the vehicle speed V in the shift diagram.
After calculating, the process proceeds to step T27. In the above shift diagram, as shown in FIG. 21, the vehicle speed V, the throttle opening TVO of the engine 1 and the target shift stage r are set in advance as a map, and the input vehicle speed V and throttle opening TVO are shifted. By collating with the diagram, the target shift speed r corresponding to them is obtained.

On the other hand, when the determination at step T4 is "switch ON", it is considered that the manual shift mode of the transmission 12 'is required, and steps T5 to T2 are performed.
Go to 5. First, in step T5, it is determined whether or not the previous manual shift select switch 110 is in the ON / OFF state, that is, whether the shift select switch 110 is already in the ON state. If this determination is "switch OFF",
In steps T22 to T25, the initial shift stage r0 of the transmission 12 'is set according to the switching of the manual shift mode. First, in step T22, as shown in FIG. 22, an initial gear stage r0 corresponding to the vehicle speed V is obtained from a preset map, and in the next step T23, the initial gear stage r0 and the current gear stage r *. Compare the size with. If this determination is YES with r *> r0, step T2
After replacing the initial shift stage r0 with the target shift stage r in 4, if the determination is NO at r * ≦ r0, step T2
In step 5, the current gear r * is replaced with the target gear r as it is, and then the process proceeds to step T27.

The determination at step T5 is "switch O".
When it is “N”, since the initial gear stage r0 has already been set, the process proceeds to steps T6 to T21 and the same processing as steps S5 to S17 of the first embodiment is performed. First, in step T6, it is determined whether the steering turning speed Δφ is smaller than a predetermined value Δφ1. This judgment is Δφ ≧ Δφ1
When the answer is NO, the process directly proceeds to step T13.

On the other hand, the determination in step T6 is Δφ <Δφ1
When YES is determined, the ON / OFF state of the upshift switch 111 is determined in step T7. When this determination is "switch OFF", when it is "switch ON", and when it is "switch ON", the target gear r is updated to r + 2 in step T8 to shift up to the higher gear by the second gear (for example, when the gear is the second gear). After switching to fourth speed), the process proceeds to step T9.

In step T9, on the contrary, the ON / OFF state of the downshift switch 112 is determined,
If this determination is "switch ON", step T1
When it is 0, the shift up switch 111 is turned ON / OF again.
Determine the F state. When this determination is "switch OFF", the process proceeds to step T11 when the determination in step T9 is "switch OFF", and the target shift speed r is set to r-1.
To shift down to the lower gear by only the first speed (for example, when the gear is in the third speed, switch to the second speed), and then proceeds to step T13.

If the determination in step T10 is "switch ON", the shift-up switch 1 is erroneously selected.
11 and the shift-down switch 112 are considered to be turned on at the same time, the target shift stage r is returned to r-2 in step T12, the process in step T8 is canceled, and then the process proceeds to step T13.

In step T13, the target gear r is compared with its upper limit value rmax (4th speed), and if this determination is YES with r> rmax, step T13 is reached.
After replacing the target shift speed r with the above upper limit value rmax at 14, when NO in r ≦ rmax, the process directly proceeds to step T15. In this step T15, the magnitude of the target shift speed r and its lower limit value (first speed) are compared with each other. If this determination is YES with r <1, the target shift speed r is set to the above first speed in step T16. After substitution, again r
When ≧ 1 is NO, the respective steps T17 are performed as they are.
Proceed to.

In this step T17, the above-mentioned step T
8. Target speed r, vehicle speed V and torque converter 3 set in T11 and regulated in T14 and T16
From the speed ratio e (determined from the rotational speed of the pump 4, that is, the engine rotational speed, and the rotational speed of the turbine 65, that is, the vehicle speed V), the target engine rotational speed ESPO when the gear position is set to the target gear speed r, At the next step T18, it is determined whether the target engine speed ESPO is lower than the engine speed limit upper limit ESPH at step T3. When the determination is NO in ESPO ≧ ESPH, it is considered that the engine 1 is in the over-rotation state, the process proceeds to step T19, the gear r is updated to r + 1, and the first gear is shifted up to the higher side. Proceed to T27. On the other hand, the determination in step T18 is ESPO <ESPH.
If YES, then in step T20, it is determined whether or not the target engine speed ESPO is higher than the engine speed limit lower limit value ESPL. When this determination is NO in ESPO ≦ ESPL, it is considered that the engine 1 is in a state where there is a risk of stall, and the routine proceeds to step T21, where the shift stage r is updated to r−1 and the first speed is set to the lower side. After downshifting only, the process proceeds to step T27 with the determination of step T20 being YES of ESPO> ESPL. In this step T27, the transmission 1
A duty signal is output to each shift solenoid valve 87 so that the 2'shift stage becomes the target shift stage r, and then the process returns.

In this embodiment, the automatic transmission 12 'is operated by turning on the manual shift select switch 110 by steps T4, T5, T7 to T25 of the above flow.
When the automatic transmission mode is switched to the manual transmission mode, the shift control means 115 is configured to change the gear ratio by switching the shift stage r of the transmission 12 'by turning on the shift up switch 111 and the shift down switch 112. Is configured.

Further, in step T6, when the steering turning speed Δφ is equal to or greater than the predetermined value Δφ1, the shift control means 115 prohibits the shift of the gear position r in the manual shift mode (manual shift control). The prohibition means 116 is configured.

Therefore, also in this embodiment, when the manual gear shift select switch 110 of the steering wheel 50 is in the OFF state, the transmission 12 '.
However, when the manual shift select switch 110 is turned on, the automatic transmission 12 'is switched from the automatic shift mode to the manual shift mode. After this switching, the initial gear stage r0 of the transmission 12 'is set, and then the shift-up switch 11
By the ON operation of 1, the shift stage r is shifted up to the second speed,
When the shift down switch 112 is turned on, the gear r
Is downshifted to the 1st speed.

At this time, the magnitude of the steering turning speed Δφ is compared with the predetermined value Δφ1. When the steering turning speed Δφ is smaller than the predetermined value Δφ1, the above-described manual transmission mode of the transmission 12 'is used. However, the steering turning speed Δ
When φ is equal to or greater than the predetermined value Δφ1, switching of the gear stage r is prohibited. As a result, the driver mistakenly shifts up the up switch 1 while the steering wheel 50 is steered.
11 and shift down switch 112 by touching it
Even if the N operation is performed, the gear stage r of the transmission 12 'is not switched, and it is possible to prevent the driver from feeling uncomfortable.

The fourth embodiment is the case of the automatic transmission 12 'having the four forward gears r, but the present invention is
The present invention can also be applied to an automatic transmission having a plurality of other gear stages, and the more gear stages, the finer the shift of the gear stages in the manual gear shift mode.

[0070]

As described above, according to the invention of claim 1, the gear ratio is manually set in a state where the automatic transmission is switched from the automatic transmission mode to the manual transmission mode by operating the steering wheel operating means of the vehicle. When changing the steering speed of the steering wheel at a predetermined value or more, by prohibiting the manual shift control in the manual transmission mode of the automatic transmission, the steering speed of the steering wheel becomes higher than the predetermined value. When there is a high possibility that the operating means is erroneously operated, it is possible to prevent a change in the gear ratio of the transmission, and to eliminate discomfort to the driver.

In the second aspect of the invention, when the steering angle of the steering wheel is greater than or equal to a predetermined value, and in the third aspect of the invention, when the vehicle speed is greater than or equal to the predetermined value, the manual transmission mode of the transmission is used. The manual control of is prohibited. According to these inventions, it is possible to more effectively prevent the discomfort caused by the change in the gear ratio of the transmission.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of the present invention.

FIG. 2 is a flowchart showing a processing operation performed for shift control of the automatic transmission in the control unit according to the first embodiment of the present invention.

FIG. 3 is a characteristic diagram showing a switching prohibition region of a shift speed with respect to a turning speed of a steering wheel.

FIG. 4 is a perspective view of a steering wheel.

FIG. 5 is an enlarged front view showing an operation panel portion of the steering wheel.

6 is a view on arrow VI in FIG.

FIG. 7 is a view on arrow VII in FIG.

FIG. 8 is an explanatory view showing a mechanism of shift control in the toroidal transmission mechanism of the automatic transmission.

FIG. 9 is a skeleton diagram schematically showing the overall configuration of the automatic transmission.

FIG. 10 is a diagram showing a map of a shift diagram of the automatic transmission.

FIG. 11 is a block diagram showing a control system of the first embodiment.

FIG. 12 is a view corresponding to FIG. 6 showing a modified structure of the operation panel portion of the steering wheel.

FIG. 13 is a view corresponding to FIG. 7, showing a modified structure of the operation panel portion of the steering wheel.

FIG. 14 is a view corresponding to FIG. 2 showing a second embodiment of the present invention.

FIG. 15 is a view corresponding to FIG. 3 showing the second embodiment.

FIG. 16 is a view corresponding to FIG. 2 showing a third embodiment of the present invention.

FIG. 17 is a view corresponding to FIG. 2 showing a fourth embodiment of the present invention.

FIG. 18 is a skeleton diagram schematically showing the configuration of the automatic transmission according to the fourth embodiment.

FIG. 19 is a block diagram of a control system according to the fourth embodiment.

FIG. 20 is a diagram schematically showing a hydraulic system according to a fourth embodiment.

FIG. 21 is a diagram showing a map of a shift diagram of the automatic transmission according to the fourth embodiment.

FIG. 22 is a diagram showing a map for determining an initial shift stage when the automatic transmission is switched to a manual shift mode in the fourth embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 engine 12,12 'automatic transmission 17 toroidal speed change mechanism 28 planetary gear mechanism 41 speed change control valve 47 stepping motor 50 steering wheel 63 planetary gear mechanism 87 speed change solenoid valve 100 control unit 102 vehicle speed sensor 106 steering angle sensor 110 manual speed change select Switch 111 Shift up switch (operation means) 112 Shift down switch (operation means) 115 Shift control means 116 Inhibition means r Gear stage V Vehicle speed ESPO, ESP * Engine speed TVO Throttle opening φ Steering angle Δφ Steering turning speed φ1, Δφ1, V1 predetermined value

Claims (3)

[Claims] 1. An operating means provided on a steering wheel of a vehicle, and a shift control means for changing a gear ratio when the automatic transmission is switched from an automatic shift mode to a manual shift mode by operating the operating means. A control device for an automatic transmission is characterized in that a prohibiting means for prohibiting manual shift control in the manual shift mode by the shift control means is provided when the steering speed of the steering wheel is equal to or higher than a predetermined value. Control device for automatic transmission. 2. The control device for an automatic transmission according to claim 1, wherein the prohibiting means prohibits the manual shift control by the shift control means when the turning angle of the steering wheel is equal to or greater than a predetermined value. A control device for an automatic transmission characterized by being provided. 3. The automatic transmission control device according to claim 1, wherein the prohibiting means is configured to prohibit the manual shift control by the shift control means when the vehicle speed is equal to or higher than a predetermined value. A control device for an automatic transmission, characterized in that