JPH10184879A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent generation of a shift shock when down shift shifting is carried out on the basis of road information. SOLUTION: A vehicle controller is provided with optimum shift step deciding means 101 deciding an optimum shift step complying with road condition, action detecting means detecting an action of a driver coping with the road condition, upper limit shift step setting means 103 setting an upper limit shift step on the basis of the optimum shift step and the action of the driver, shift step selecting means 104 selecting one from the upper limit shift step and the shift step intrinsic to an automatic transmission, and shift processing means 105 carrying out shift in the selected shift step. The shift processing means 105 is provided with shift time regulating means 106 by which a shift time is prolonged as against shift in the shift step intrinsic to the automatic transmission is carried out. When shift is carried out in the upper limit shift step, a shift time is prolonged, so that a fluctuation ratio of the number of engine revolutions accompanying shift can be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a vehicle control device.

[0002]

2. Description of the Related Art Conventionally, in an automatic transmission, a vehicle speed and a throttle opening are detected, a speed corresponding to the vehicle speed and a throttle opening are selected, and a transmission gear ratio is changed to upshift or downshift. The shift of the shift is performed.

[0003] Downshifts include kickdown shifts when the driver depresses the accelerator pedal strongly during traveling on an uphill road, sudden acceleration, or the like, and the driver releases the accelerator pedal to reduce the vehicle speed. The shift down of the coast down that is performed when the
There is a shift that is performed by operating a shift device such as a shift switch.

[0004]

However, in the above-mentioned conventional automatic transmission, normally, even when the vehicle approaches a curve, downshifting is not performed, and a downshift due to kick down when exiting a curve is performed. The shift is performed. Therefore, the present applicant has proposed a vehicle control device capable of performing downshifts based on information such as road data and traffic information. In this case, for example, when the vehicle is assumed to approach a curve, and when a predetermined condition such as release of an accelerator pedal is satisfied, an upper limit gear is set,
It is possible to prevent a shift speed higher than the upper limit shift speed from being selected (see Japanese Patent Application No. 8-115575).

When a downshift is performed while the vehicle is traveling at a constant vehicle speed, the transmission gear ratio changes between before and after the shift.
The corresponding engine speed also changes. When the vehicle is traveling at a relatively high speed, the change in the engine speed is correspondingly large, and a shift shock occurs, which causes discomfort to the driver and other occupants.

The present invention solves the problems of the above-mentioned conventional vehicle control device, and can prevent a shift shock from occurring when downshifting is performed based on road information. The purpose is to provide.

[0007]

For this purpose, in the vehicle control device according to the present invention, an optimal gear position determining means for determining an optimal gear position corresponding to a road condition, and an operation of a driver corresponding to the road condition. An upper limit gear position setting means for setting an upper gear position based on the optimal gear position and the operation of the driver; and an upper gear position and a gear position specific to the automatic transmission. There is a shift speed selecting means for selecting one of the gears, and a shift processing means for shifting gears at the selected shift speed.

The shift processing means includes a shift time adjusting means for making the shift time longer when the shift is performed at the upper limit shift speed than when the shift is performed at the shift speed unique to the automatic transmission. Prepare. In another vehicle control device of the present invention, when a downshift is performed from the current gear position to the upper limit gear position, the shift time is lengthened.

In still another vehicle control device according to the present invention, the operation detecting means detects an operation of releasing the accelerator pedal of the driver. In still another vehicle control device of the present invention, the operation detecting means detects an operation of the driver depressing a brake pedal.

[0010]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a functional block diagram of a vehicle control device according to an embodiment of the present invention. In the figure, 33 is a ROM, 46 is an accelerator pedal sensor, 47 is a brake switch, and the accelerator pedal sensor 46 and the brake switch 47
Operation detecting means for detecting an operation of the driver corresponding to the road condition is configured.

[0011] Further, 101 is an optimal gear position determining means for determining an optimal gear position corresponding to road conditions, and 103 is an upper limit gear position for setting an upper gear position based on the optimal gear position and the operation of the driver. The setting means 104 is the ROM 33
Shift map (memory table) stored in the memory
, A shift speed selection means for reading a shift speed unique to the automatic transmission (not shown) and selecting one of the upper limit shift speed and a shift speed unique to the automatic transmission.

Reference numeral 105 denotes a shift processing means for performing a shift at the selected shift speed, and reference numeral 106 denotes a shift time adjusting means for adjusting and increasing the shift time when shifting is performed at the upper limit shift speed. FIG. 2 is a schematic diagram of the vehicle control device according to the embodiment of the present invention. In the figure, 10 is an automatic transmission (A / T), 31 is an automatic transmission control device (ECU) that controls the entire automatic transmission 10, and 53 is an engine that controls the entire engine (E / G) 91. Control device (E
FI) and 93 are navigation devices for vehicles.

The navigation device 93 includes a current position detection unit (not shown) for detecting a current position, a road data holding unit (not shown) for holding road data RD, and a diagram for searching for and guiding a route from the current position to a destination. No route search guidance unit. The current position detector includes a global positioning sensor (GPS) 94 for measuring an absolute position on the earth, and a vehicle speed sensor SP for measuring a vehicle speed.
2, a GPS signal SG1 transmitted from the GPS 94 and a vehicle speed signal SG transmitted from the vehicle speed sensor SP2, which are connected to a gyro sensor (not shown) for measuring the direction of the vehicle.
2. The current position of the vehicle is detected based on the gyro signal sent from the gyro sensor. Further, storage means, for example, a CD-ROM 95 is connected to the road data holding unit, and the road data holding unit is provided with the CD-ROM.
The road data RD stored in the data 95 is read and held.

In this case, the driver can select a normal mode or a navigation mode by operating a mode selection switch or the like (not shown).
Then, in the normal mode, the automatic transmission control device 31 shifts at a speed selected based on the vehicle speed and the throttle opening as an engine load corresponding to the depression amount of the accelerator pedal 96. On the other hand, in the navigation mode, the automatic transmission control device 31 determines the gear position unique to the automatic transmission 10 determined by the vehicle speed and the throttle opening, and the navigation device 93 controls the road data RD,
The gear is compared with the upper limit gear that is limited based on information such as traffic information, and the gear is shifted based on the comparison result.

The accelerator pedal 96 is provided with an accelerator pedal sensor 46, and the brake pedal 97 is provided with a brake switch 47. The accelerator pedal sensor 46 controls the amount of depression of the accelerator pedal 96, and the brake switch 47 controls the brake pedal 97. Each depression is detected, and the accelerator opening signal SG3 is transmitted to the automatic transmission control device 31 and the engine control device 53.
The brake signal SG4 is sent to the automatic transmission control device 31 respectively.

The automatic transmission 10 has a shift device, for example, a shift position sensor 44 at a position corresponding to a shift operation of a shift lever 98, and an input shaft speed sensor 43 at an input side of a transmission (not shown).
However, a vehicle speed sensor SP2 is provided on the output side, and the shift position is determined by the shift position sensor 44.
The input shaft rotation speed is determined by the input shaft rotation speed sensor 43,
The vehicle speed is detected by the vehicle speed sensor P2, and the shift position signal SG6, the input shaft speed signal SG7, and the vehicle speed signal SG2 are sent to the automatic transmission control device 31, respectively.

The shift lever 98 has six shifts: a parking range (P), a reverse range (R), a neutral range (N), a drive range (D), a second range (S), and a low range (L). It is of the 6 position type so that the position can be selected. Then, at the shift position of the drive range, the first to fourth speeds can be selected, at the second range, the first or second speed can be selected, and at the low range, the first speed can be selected. Only the gear position can be selected.

The engine 91 is provided with an electronic throttle 92 for changing the throttle opening, and a stepping motor (not shown) is connected to the electronic throttle 92. Therefore, by driving the stepping motor, the electronic throttle 92 can be operated, and the throttle opening can be changed to an arbitrary value. For this purpose, the electronic throttle 92
The electronic throttle drive signal SG8 is transmitted to the electronic throttle 9
2 to the engine control device 53 from the throttle opening signal SG.
9 are sent. Further, the engine 91 is provided with an engine speed sensor 99, and the engine speed is detected by the engine speed sensor 99,
Engine speed signal SG10 is sent to engine control device 53.

SG11 is a signal for bidirectional communication between the automatic transmission control device 31 and the navigation device 93, and SG12 is a bidirectional communication signal between the automatic transmission control device 31 and the engine control device 53. Signal, SG13
Is a drive signal for driving an actuator (not shown) of the automatic transmission 10 by the automatic transmission control device 31.

In the vehicle control device having the above-described structure, the automatic transmission control device 31 performs an upshift or downshift according to a control program stored in the ROM 33 (FIG. 1). When the normal mode is selected, the automatic transmission control device 31 determines the vehicle speed detected by the vehicle speed sensor SP2 and the accelerator pedal 9 detected by the accelerator pedal sensor 46.
A gear position corresponding to the vehicle speed and the throttle opening is selected with reference to the shift map based on the throttle opening corresponding to the depression amount of No. 6.

When the navigation mode is selected,
The navigation device 93 restricts the gear position when a predetermined road condition is assumed based on the road data RD read from the CD-ROM 95 and a predetermined condition such as the release of the accelerator pedal is satisfied. I do. Then, the automatic transmission control device 31 determines the gear position specific to the automatic transmission 10 selected based on the vehicle speed and the throttle opening corresponding to the depression amount of the accelerator pedal 96, and the upper limit limited by the navigation device 93. And the speed is changed based on the comparison result. As a result, the automatic transmission control device 31 does not select a shift speed higher than the upper limit shift speed.

In this embodiment, the shift speed is limited only when the shift lever 98 is at the shift position of the drive range. Further, the engine control device 53 includes a stepping amount of an accelerator pedal 96 detected by an accelerator pedal sensor 46, an engine speed detected by an engine speed sensor 99,
The fuel injection command is changed based on the temperature of the cooling water detected by a temperature sensor (not shown), and the throttle opening of the electronic throttle 92 is changed.

Next, the automatic transmission 10 will be described. FIG. 3 is a schematic diagram of the automatic transmission according to the embodiment of the present invention, and FIG. 4 is a diagram illustrating the operation of the automatic transmission according to the embodiment of the present invention. In FIG. 3, the automatic transmission 10
(FIG. 2) is composed of a transmission 10a and a torque converter 11, and the rotation generated in the engine 91 is transmitted to the transmission 10a via the torque converter 11, and the transmission 10a
Thus, the speed is changed and transmitted to driving wheels (not shown).

The torque converter 11 includes a pump impeller 12, a turbine runner 13, a stator 14, and a lock-up clutch device 15. The rotation of the input member 16 is indirectly controlled by the flow of oil in the torque converter 11, or By locking the lock-up clutch device 15, the power is directly transmitted to the input shaft 17 of the transmission 10a.

The transmission 10a comprises an auxiliary transmission unit 18 and a main transmission unit 19. The auxiliary transmission unit 18 includes an overdrive planetary gear unit 20, and the main transmission unit 19 includes a front planetary gear unit 21 and a rear planetary gear unit 22, respectively. Have. Here, the overdrive planetary gear unit 20 is connected to the input shaft 17,
It comprises a carrier CR ₁ supporting the pinion P ₁ , a sun gear S ₁ surrounding the input shaft 17, and a ring gear R ₁ connected to the input shaft 23 of the main transmission unit 19. And
Between the carrier CR ₁ and the sun gear S _1, the third clutch C0 and third one-way clutch F0 is interposed, the fourth brake B0 is disposed between the sun gear S ₁ and the case 24.

The front planetary gear unit 21 is connected to the output shaft 25 of the transmission 10a, surrounds the carrier CR ₂ supporting the pinion P ₂ and the output shaft 25, and is integrated with the sun gear S ₃ of the rear planetary gear unit 22. Formed sun gear S ₂ ,
And it consists of a ring gear R ₂ which is connected via a first clutch C1 to the input shaft 23. Further, between the input shaft 23 and the sun gear S ₂ is the second clutch C2, first brake B1 made of a band brake (not shown) between the sun gear S ₂ and the case 24 is interposed. Further, between the sun gear S ₂ and the case 24, the second brake B2 is disposed over the first one-way clutch F1.

The rear planetary gear unit 22
, The carrier CR ₃ supporting a pinion P _3, the sun gear S _3, and consists of a ring gear R ₃ being directly connected to the output shaft 25, third between the carrier CR ₃ and the case 24
The brake B3 and the second one-way clutch F2 are arranged in parallel. 43 is an input shaft speed sensor, SP1,
SP2 is a vehicle speed sensor.

As shown in FIG. 4, the first solenoid valve S1 and the second solenoid valve S
2, third solenoid valve S3, first clutch C1, second clutch C2, third clutch C0, first brake B
The first, second, third, and fourth brakes B2, B3, and B0 are operated as shown in the operation table of FIG. 4 in each of the drive ranges, the second range, and the low range. In this case, in the drive range, the gear (AUT) specific to the automatic transmission 10 is set.
O. ) And the operation of the upper limit gear (NAVI.) Limited by the navigation device 93 are partially different.

That is, the first solenoid valve S1 is turned on at the first speed (1ST), which is a unique shift speed of the drive range, and at the first speed in the second range. As a result, the first clutch C1 and the third clutch C0 are engaged, the second one-way clutch F2 and the third one-way clutch F0 are locked, and the others are released. Therefore, the overdrive planetary gear unit 20 is directly connected via the third clutch C0 and the third one-way clutch F0 and rotates integrally, and the rotation of the input shaft 17 is transmitted to the input shaft 23 of the main transmission unit 19 as it is. Is done. In the main transmission unit 19, the input shaft 2
Rotation of 3, with is transmitted to the ring gear R ₂ of the front planetary gear unit 21, is further transmitted to the carrier CR _2, and the carrier CR ₂ integral with the output shaft 25 through the first clutch C1, the sun gear S _2, S ₃ through imparting rotational force leftward in the carrier CR ₃ of the rear planetary gear unit 22, but since the rotation is prevented by the lock of the second one-way clutch F2, the pinion P ₃ is an output shaft 25 to rotate integrally It transmits the rotation to the ring gear R ₃ of.

At the time of the second speed (2ND), which is a gear stage unique to the drive range, the first solenoid valve S1 and the second solenoid valve S2 are turned on. This allows
The first clutch C1, the third clutch C0, and the second brake B2 are engaged, the first one-way clutch F1 and the third one-way clutch F0 are locked, and the others are released. Therefore, the overdrive planetary gear unit 20
The rotation of the input shaft 17 is directly transmitted to the input shaft 23 of the main transmission unit 19. And
In the main transmission unit 19, rotation of the input shaft 23 is transmitted to the ring gear R ₂ of the front planetary gear unit 21 through the first clutch C1, the pinion P
Imparts a rotational force of the left direction to the sun gear S ₂ via the _2, the sun gear S ₂ is rotation is prevented by the locking of the first one-way clutch F1 due to engagement of the second brake B2. Therefore, the carrier CR ₂ rotates while rotating the pinion P ₂ , and the second-speed rotation is transmitted to the output shaft 25 via only the front planetary gear unit 21.

The second solenoid valve S2 is turned on at the third speed (3RD), which is a unique gear position of the drive range, and at the third speed in the second range. As a result, the first clutch C1, the second clutch C2, the third clutch C0, and the second brake B2 are engaged, the third one-way clutch F0 is locked, and the others are released. Therefore, the overdrive planetary gear unit 20 is in a directly connected state, and in the main transmission unit 19,
Since the front planetary gear unit 21 is integrated by the engagement of the first clutch C1 and the second clutch C2, the rotation of the input shaft 23 of the main transmission unit 19 is transmitted to the output shaft 25 as it is.

At the time of the fourth speed (4TH), which is a speed range unique to the drive range, the first clutch C1, the second clutch C2, the second brake B2, and the fourth brake B0 are engaged. At this time, the main transmission unit 19 is in the directly connected state as in the case of the third speed, but the overdrive planetary gear unit 20 is switched such that the third clutch C0 is disengaged and the fourth brake B0 is engaged. Accordingly, the sun gear S ₁ is locked by engagement of the fourth brake B0, and the pinion P ₁ is rotating to transmit the rotation to the ring gear R ₁ while rotating the carrier CR _1, a main rotation of overdrive is directly coupled The power is transmitted to the input shaft 23 of the transmission unit 19.

In a downshift, the third clutch C0 is engaged and the fourth brake B0 is released in the case of the 4-3 shift, and the second clutch C is engaged in the case of the 3-2 shift.
2 is released, and the second brake B2 is released in the case of the 2-1 shift. Further, as described above, the first speed and the third speed in the second range are the same as those in the drive range. Then, at the second speed in the second range, the first solenoid valve S1, the second solenoid valve S2, and the third solenoid valve S3 are turned on, and the first solenoid valve S1 is turned on.
The clutch C1, the third clutch C0, the first brake B1, and the second brake B2 are engaged. Accordingly, the sun gear S ₂ is locked in the main transmission unit 19, to engine braking.

At the time of the second speed in the low range,
Similar to the second speed in the second range, but in the first speed, the first solenoid valve S1 and the third solenoid valve S3 are turned on, and the first clutch C1, the third clutch C0, and the third brake B3 are engaged. Is done. Therefore, the carrier CR ₃ of the rear planetary gear unit 22
Locks and activates the engine brake.

The third and fourth speeds of the upper limit gears are the third and fourth speeds specific to the automatic transmission 10.
The operation at the second speed in the upper limit gear is the same as the operation at the second speed in the second range and the second speed in the low range, and the operation at the first speed in the upper limit gear is the same as the operation at the first speed in the low range. Next, the automatic transmission control device 31 will be described.

FIG. 5 is a schematic diagram of an automatic transmission control device according to an embodiment of the present invention, FIG. 6 is an input side block diagram of the automatic transmission control device of the embodiment of the present invention, and FIG. It is an output side block diagram of the automatic transmission control device in the form of FIG. In the figure, 31 is an automatic transmission control unit (ECU), 32 is a CPU, 33 is a ROM, 34 is a RAM, 35 is an input interface circuit, and 36 is connected to the input interface circuit 35, and performs input processing of each signal. The input processing circuit 37 is connected to the input processing circuit 36 and outputs sensors. Reference numeral 38 denotes an output interface circuit, 39 denotes a drive circuit connected to the output interface circuit 38 and performs output processing of each signal, and 40 denotes an actuator connected to the drive circuit 39 and driven by the output signal. It is.

In the sensors 37, 43 is an input shaft speed sensor for detecting the speed of the third clutch C0 of the transmission 10a (FIG. 3), and SP1 and SP2 are output shafts 25 of the automatic transmission 10 (FIG. 2). The vehicle speed sensor SP1 detects the rotation speed of the vehicle, and the vehicle speed sensor SP1 is a vehicle speed sensor SP
2 is used for backup and speedometer when a failure occurs.

Reference numeral 44 denotes the transmission 10
a shift position sensor 46, which is disposed at a and detects which range position the shift lever 98 has selected.
Is disposed on the accelerator pedal 96 and the accelerator pedal 9
6, an accelerator pedal sensor 47 for detecting the depression amount; 47, a brake switch for detecting that the brake pedal 97 is depressed; and 48, a brake switch for detecting that the accelerator pedal 96 is not depressed at all. An idling switch 49 for detecting is provided on the accelerator pedal 96, a kick-down switch for detecting that a kick-down shift is required, and a kick-down switch 50 is provided for the transmission 10a, for controlling the oil temperature of the transmission 10a. This is an oil temperature sensor to be detected.

The sensors 37 are connected to corresponding input processing circuits 36. In the actuator 40, S1 is a first solenoid valve, S2 is a second solenoid valve, S3 is a third solenoid valve, and the first solenoid valve S1, the second solenoid valve S2, and the third solenoid valve S3 are respectively It is turned on / off in accordance with each shift speed, and switches between a 1-2 shift valve, a 2-3 shift valve, and a 3-4 shift valve (not shown). SLU is a linear solenoid valve for lock-up (L-up), SLN is a linear solenoid valve for controlling back pressure of an accumulator (not shown), and SLT is a linear solenoid for controlling line pressure for controlling line pressure. It is a valve. The first solenoid valve S1, the second solenoid valve S2, the third solenoid valve S3, the linear solenoid valve SLU for lock-up, and the linear solenoid valve SL for back pressure control
Linear solenoid valve SLT for N and line pressure control
A drive circuit 39 such as a solenoid drive circuit and a monitor circuit is connected between the output interface circuit 38 and the output interface circuit 38. The solenoid drive circuit includes a first solenoid valve S1, a second solenoid valve S2, a third solenoid valve S3, a linear solenoid valve SLU for lock-up, and a linear solenoid valve SL for back pressure control.
N and a voltage or current for driving the line pressure control linear solenoid valve SLT are generated. The monitor circuit includes the first solenoid valve S1, the second solenoid valve S2, the third solenoid valve S3, and the lock-up linear valve. The operation of the solenoid valve SLU, the linear solenoid valve for back pressure control SLN, and the linear solenoid valve for line pressure control SLT is checked, and it is determined whether or not a failure has occurred, and a self-diagnosis is performed.

Reference numeral 53 denotes an engine control device (EFI) for controlling the engine 91, and reference numeral 54 denotes a signal for temporarily reducing the torque generated by the engine 91 in order to reduce a shift shock generated during shifting. The engine control device 53 receives a signal from the torque reduction input / output processing circuit 54 and performs ignition timing retarding, fuel cut, and the like. Reference numeral 55 denotes an engine speed input processing circuit for inputting the engine speed to the CPU 32.

56 is the transmission 1
0a and a DG that outputs the result of the self-diagnosis by the monitor circuit by an O / D off indicator lamp or the like (not shown) when the engine control device 53 is in a failure state.
CHECKER 57 is the DG CHECKER 56
A DG input / output processing circuit for outputting the result of the self-diagnosis to a transmission device 58; a display device such as a mode selection lamp (not shown) for displaying the mode of the transmission 10a; an O / D off indicator lamp; This is a display drive circuit for operating.

Next, the hydraulic circuit of the automatic transmission 10 will be described. FIG. 8 is a first diagram of a hydraulic circuit of the automatic transmission according to the embodiment of the present invention, and FIG. 9 is a second diagram of a hydraulic circuit of the automatic transmission according to the embodiment of the present invention. In the figure, C-1 is a hydraulic servo of the first clutch C1 (FIG. 3), C-2 is a hydraulic servo of the second clutch C2, C-0 is a hydraulic servo of the third clutch C0, and B-1 is a first brake. B1 is a hydraulic servo, B-2 is a hydraulic servo of a second brake B2, B-3 is a hydraulic servo of a third brake B3, B-0.
Is a hydraulic servo of the fourth brake B0. 11 is a torque converter, 60 is a hydraulic pump, and 61 is a strainer.

Reference numeral 62 denotes a manual valve which is switched by operating a shift lever 98 (FIG. 2) when the driver changes gears.
Is connected to the driver's seat shift lever 98 via a push-pull cable (not shown).
Are switched to the respective shift positions P, R, N, D, S, and L, and the line pressure ports p are connected to the respective ports a, b, c, and d as indicated by the circles in the table of FIG. Communicate.

Reference numeral 63 denotes a primary regulator valve for adjusting the line pressure by the throttle modulator pressure and the line pressure in the reverse range. The primary regulator valve 63 adjusts the adjusted line pressure to a lock-up relay valve 67 and a secondary valve described later. It is supplied to the regulator valve 65. The secondary regulator valve 65 adjusts the line pressure from the primary regulator valve 63 to provide lubricating oil pressure and supplies the lubricating oil pressure to a lock-up relay valve 67.

Reference numeral 66 denotes a lock-up control valve.
Adjusts the hydraulic pressure applied to the control oil chamber at the tip of the lock-up relay valve 67. Further, the lock-up relay valve 67 is operated by a signal hydraulic pressure from the third solenoid valve S3 and the solenoid relay valve 68 to disengage the lock-up clutch device 15 of the torque converter 11.

Reference numeral 70 denotes a 1-2 shift valve for switching between the first speed and the second speed.
The hydraulic pressure of the second solenoid valve S2 is applied to the control oil chamber at the tip of the control valve. The 1-2 shift valve 70 takes the right half position at the first speed, and takes the left half position at the second speed, the third speed, and the fourth speed. Accordingly, the supply of oil to the hydraulic servos B-1 and B-2 is stopped at the first speed, and the oil is supplied to the hydraulic servo B-3 only in the low range. In the second speed, the hydraulic pressure from the manual valve 62 is supplied to the hydraulic servo B-2.
Further, in the second range and the low range, the 1-2 shift valve 70 receives a hydraulic pressure from a 2-3 shift valve 71 described later, and receives the hydraulic pressure via a second coast modulator valve 76, a cutback valve 69, and a flow modulator valve 74. To the hydraulic servo B-1.

The 2-3 shift valve 71 is
The first and second solenoid valves S1 and S3 are connected to the control oil chamber at the tip of the 2-3 shift valve 71.
Is applied. And said 2
The -3 shift valve 71 takes the right half position at the first speed and the second speed, and takes the left half position at the third speed and the fourth speed. That is,
The supply of oil to the hydraulic servo C-2 that has been stopped at the first speed and at the second speed is started at the third speed.

Reference numeral 72 denotes a 3-4 shift valve for switching between the third speed and the fourth speed.
The hydraulic pressure of the second solenoid valve S2 is applied to the control oil chamber at the tip of the control valve. The 3-4 shift valve 72 takes the right half position at the first speed, the second speed, and the third speed, and takes the left half position at the fourth speed. Therefore, the hydraulic servo C- supplied at the 1st, 2nd and 3rd speed
Oil to 0 is no longer supplied at 4th gear, while 1
At the time of high speed, second speed, and third speed, the stopped hydraulic servo B-0 is supplied with oil again.

At 73, the vehicle speed is, for example, 9 [k
m / h] or more, the second solenoid valve S2 is opened when the second solenoid valve S2 is opened, and is a reverse inhibit valve for stopping supply of oil to the hydraulic servo C-2. Reference numeral 75 denotes a low coast modulator valve. The low coast modulator valve 75 and the second coast modulator valve 76 are operated when the engine brake is applied.

The first clutch C1 and the second clutch C
The second and third clutches C0, the second brake B2, and the fourth brake B0 have an accumulator 78 for the first clutch, an accumulator 80 for the second clutch, an accumulator 77 for the third clutch 77, an accumulator 81 for the second brake, and a fourth A brake accumulator 79 is provided. In addition, the first clutch accumulator 78, the second
Back pressure chambers 78a of a clutch accumulator 80, a third clutch accumulator 77, a second brake accumulator 81, and a fourth brake accumulator 79,
The hydraulic pressure applied to the low coast modulator valve 75
An accumulator control valve 82 is provided for adjusting the hydraulic pressure applied to the second coast modulator valve 76.

The first solenoid valve S1 and the second solenoid valve S2 control the switching of the 1-2 shift valve 70, 2-3 shift valve 71 and 3-4 shift valve 72 as described above. The 3-solenoid valve S3 controls the switching of the flow modulator valve 74 and the coast brake cutoff valve 97. Also, the lock-up linear solenoid valve S
The hydraulic pressure adjusted by the solenoid modulator valve 83 is supplied to the LU, the back pressure control linear solenoid valve SLN, and the line pressure control linear solenoid valve SLT.

The flow modulator valve 74 is switched by opening and closing the third solenoid valve S3. The first and second speeds at the limited upper limit in the drive range, the second speed in the second range,
In addition, the amount of oil supplied to the hydraulic servo B-1 at the first speed and the second speed in the low range is reduced, and the shift time to each of the shift speeds is increased.

Reference numeral 84 denotes an orifice control valve, and reference numeral 85 denotes a cutoff valve. In the automatic transmission 10 having the above-described configuration, no matter which shift position P, R, N, D, S, or L the manual valve 62 is at,
A coast brake cut-off valve 97 is provided between the manual valve 62 and the 2-3 shift valve 71 so as to selectively apply the engine brake so that the engine brake can be applied in the first and second speeds. Then, the coast brake cutoff valve 97 is switched by the third solenoid valve S3.

Next, the operation of the vehicle control device when the navigation mode is selected will be described. FIG. 10 is a flowchart showing a main routine of the vehicle control device according to the embodiment of the present invention. When the navigation mode is selected, the optimum gear position determining means 101 (FIG. 1) of the navigation device 93 (FIG. 2) determines the optimum gear position corresponding to a predetermined road condition based on the road data RD read from the CD-ROM 95. The appropriate gear position. The road data RD includes a plurality of node points indicating absolute coordinates (consisting of longitude and latitude) including the concept of a road attribute, and a line segment connecting the node points.

The upper limit gear position setting means 103 of the navigation device 93 limits the gear position based on the optimum gear position and the driver's operation, sets the limited upper gear position, and sets the automatic transmission. Output to the control device 31.
The shift speed selecting means 104 of the automatic transmission control device 31
Upon receiving the upper limit shift speed from the upper limit shift speed setting means 103, the shift processing means 105 selects one of the upper limit shift speed and the shift speed unique to the automatic transmission 10, and the shift processing unit 105 shifts at the selected shift speed. Do. At this time, the shift processing means 1
The shift time adjusting means 106 of 05 lengthens the shift time in order to prevent a shift shock from being caused by downshifting.

Next, the flowchart will be described.
Step S1 The optimal gear position determination means 101 of the navigation device 93 performs an optimal gear position determination process. Step S
2 Upper gear position setting means 10 of navigation device 93
3 performs upper limit gear position output control processing. Step S3 The shift processing means 105 of the automatic transmission control device 31 performs a shift process.

Next, the subroutine of the optimum gear position determination process in step S1 in FIG. 10 will be described. FIG. 11 is a diagram showing a recommended vehicle speed map according to the embodiment of the present invention, and FIG. 12 is a flowchart showing a subroutine of an optimum gear position determining process according to the embodiment of the present invention. In FIG. 11, the horizontal axis represents the curvature of the road, and the vertical axis represents the recommended vehicle speed V _R.
Is taken.

First, the navigation device 93 (FIG. 2)
Searches for a route from the current position to the destination, and determines a predetermined range on the road including the current position (for example, 1 to
2 [km]), the curvature of the road is calculated for each node point. In this case, for example, the curvature can be calculated based on the absolute coordinates of the node point and two adjacent node points according to the road data RD.
In addition, a CD-ROM 9 is stored in advance as road data RD.
5, the curvature can be stored, and the curvature can be read out as the vehicle travels.

Next, the navigation device 93 will be described with reference to FIG.
The recommended vehicle speed map See, reads the recommended vehicle speed V _R corresponding to the curvature. Incidentally, in the above recommended vehicle speed map is low the recommended vehicle speed V _R of curvature of the road is small, the recommended vehicle speed V _R is high as the curvature of the road becomes larger. After calculating the gradient from the current position to each node point, the navigation device 93 sets the first and second deceleration acceleration reference values β1 and β2. In this case, the first deceleration acceleration reference value β1 is set to 3 if the deceleration acceleration (degree of deceleration) is greater than this.
Threshold that is considered desirable to be below the speed
The second deceleration acceleration reference value β2 is
When the deceleration is large, the threshold value is considered to be desirably set to the second speed or lower. This is because, at the time of deceleration, when the shift speed is on the low speed side, the stability and braking performance of the vehicle can be improved.

The first and second deceleration acceleration reference values β1 and β2 are set in consideration of the road gradient. This is because the deceleration is different between the case where the vehicle is decelerated on a flat road and the case where the vehicle is decelerated on an uphill road or a downhill road even if the vehicle travels the same distance. For example, when the driver intends to decelerate the vehicle on an uphill road, sufficient deceleration can be performed without actively performing downshifting.

A plurality of the first and second deceleration acceleration reference values β1 and β2 may be set corresponding to the gradient of the road. And a set of first,
The second deceleration acceleration reference values β1 and β2 may be set in advance, and the first and second deceleration acceleration reference values β1 and β2 may be corrected in accordance with the calculated gradient.
Further, the gross weight of the vehicle is calculated, and the first and second deceleration acceleration reference values β are determined depending on whether the number of occupants is one or four.
1, β2 can also be different. In this case, the total weight of the vehicle can be calculated based on, for example, the acceleration when a specific output shaft torque is generated.

Next, the navigation device 93 calculates a section distance L from the current position to each node point, said section distance L, the recommended vehicle speed V _R and the first decelerating acceleration reference value β
A first current vehicle speed reference value V1 based on the 1, section distance L, the recommended vehicle speed V _R and the second decelerating acceleration reference value β2
, The second current vehicle speed reference value V2 is calculated.

[0063] The first current vehicle speed reference value V1, when the first deceleration by the decelerating acceleration reference value β1 is performed in section distance L, it is possible to run each node point in the recommended vehicle speed V _R Indicates the value of the vehicle speed, and indicates a second current vehicle speed reference value V2
, If the deceleration at the second decelerating acceleration reference value β2 is performed in section distance L, shown in the recommended vehicle speed V _R the value of the vehicle speed can travel each node point.

Next, the current vehicle speed V _now detected by the vehicle speed sensor SP2 is read, and it is determined whether or not the current vehicle speed V _now is equal to or higher than the first current vehicle speed reference value V1. Then, if the current vehicle speed V _now is first current vehicle speed reference value V1 or higher, is recommended from the current vehicle speed V _now speed V
_{In order} to decelerate to _R , the deceleration must be greater than the first deceleration acceleration reference value β1. Therefore, in this case, the optimal speed is set to the third speed or lower. Also,
When the current vehicle speed V _now is lower than the first current vehicle speed reference value V1, it is considered that there is no need to limit the shift speed, so that the original shift speed is maintained. In the present embodiment, since the highest gear is 4th gear, the optimal gear is 4th gear.
Speed.

Subsequently, the current vehicle speed V_nowIs the second current car
It is determined whether the speed is equal to or higher than the speed reference value V2. And
Current vehicle speed V_nowIs greater than or equal to the second current vehicle speed reference value V2.
In this case, the optimal speed is set to the second speed and the current vehicle speed V_nowBut
If the current vehicle speed is lower than the reference value V2, the optimum gear is set to the third speed.
And Next, the flowchart will be described. Step S1-1: Calculate the curvature of the road for each node point
I do. Step S1-2 Referring to the recommended vehicle speed map,
Recommended vehicle speed V corresponding to the rate _RRead. Step S1-3 Road from current position to each node point
Is calculated. Step S1-4 First and second deceleration acceleration reference values β
1. Set β2. Step S1-5 Section from current position to each node point
The distance L is calculated. Step S1-6 First and second current vehicle speed reference values V1,
Calculate V2. Step S1-7: Detected by the vehicle speed sensor SP2
Current vehicle speed V_nowRead. Step S1-8 Current vehicle speed V_nowIs the first current vehicle speed
It is determined whether it is equal to or more than the reference value V1. Current vehicle speed
V_nowIs greater than or equal to the first current vehicle speed reference value V1.
At step S1-10, the current vehicle speed V_nowIs the first current car
If it is lower than the speed reference value V1, the process proceeds to step S1-9. Step S1-9: Determine the optimal gear position to be 4th speed and execute the process.
To end. Step S1-10 Current vehicle speed V_nowIs the second current car
It is determined whether the speed is equal to or higher than the speed reference value V2. Current car
Speed V_nowIs greater than or equal to the second current vehicle speed reference value V2
In step S1-12, the current vehicle speed V_nowIs the second present
If it is lower than the vehicle speed reference value V2, the process proceeds to step S1-11.
No. Step S1-11: Determine the optimal gear position to be the third speed, and
End the process. Step S1-12: Determine the optimal gear position to be the second speed, and
End the process.

When the optimum gear is determined in this way, the navigation device 93 outputs the upper limit gear to the automatic transmission control device 31. Next, a subroutine of the upper limit gear position output control process in step S2 of FIG. 10 will be described. FIG. 13 is a flowchart showing a subroutine of the upper limit gear position output control process in the embodiment of the present invention.

In this case, the navigation device 93 (FIG. 2) determines whether the optimal gear determined in the optimal gear determination processing is the second, third, or fourth gear, and determines the optimal gear. Is the fourth speed, the fourth speed is output to the automatic transmission control device 31 as the upper limit gear. When the optimal gear is third speed, the depressed accelerator pedal 96 is released (accelerator off).
Alternatively, when the brake pedal 97 is depressed (brake-on), the navigation device 93 outputs the third speed to the automatic transmission control device 31 as the upper limit gear position.
When the optimal gear is the second speed, when the brake pedal 97 is depressed, the navigation device 93 outputs the second speed to the automatic transmission control device 31 as the upper limit gear.

In the case where the optimal gear is 3rd speed,
When the accelerator pedal 96 being depressed is not released and the brake pedal 97 is not depressed, the navigation device 93 outputs the fourth speed to the automatic transmission control device 31 as the upper limit gear. If the optimal gear is the second gear and the brake pedal 97 is not depressed, the navigation device 93 outputs the third gear to the automatic transmission control device 31 as the upper gear.

Next, the flowchart will be described. Step S2-1 Whether the optimum gear determined in the optimum gear determination processing is the second gear, the third gear, or the fourth gear
Determine if it is fast. If the optimal gear is 2nd gear, go to step S2-2. If the optimal gear is 3rd gear, go to step S2-3. If the optimal gear is 4th gear, go to step S2-6. move on. Step S2-2: It is determined whether or not the brake pedal 97 is depressed. If the brake pedal 97 has been depressed, the process proceeds to step S2-4, and if not, the process proceeds to step S2-5. Step S2-3: It is determined whether the accelerator pedal 96 is released or the brake pedal 97 is depressed. If the accelerator pedal 96 has been released or the brake pedal 97 has been depressed, go to step S2-5. If the accelerator pedal 96 has not been released and the brake pedal 97 has not been depressed, go to step S2-6. move on. Step S2-4: The second speed is output to the automatic transmission control device 31 as the upper limit gear stage. Step S2-5: The third speed is output to the automatic transmission control device 31 as the upper limit gear. Step S2-6: The fourth speed is output to the automatic transmission control device 31 as the upper limit gear stage.

In the present embodiment, the condition that the accelerator pedal 96 is released and the brake pedal 97 is depressed is a condition for limiting the gear position.
Changes in the driver's line of sight, changes in the driver's brain waves, and the like can also be used as conditions. In this way, when the upper limit gear position is output from the navigation device 93 to the automatic transmission control device 31, the automatic transmission control device 31 performs the normal gear shift control based on the gear position specific to the automatic transmission 10. The process or the limited shift control process based on the limited upper limit shift speed is performed.

Next, a description will be given of the subroutine of the speed change process in step S3 of FIG. FIG. 14 is a flowchart showing a subroutine of a shift process according to the embodiment of the present invention. Automatic transmission control device 31 (FIG. 2)
Reads the shift speed (SHIFT) specific to the automatic transmission 10 with reference to the shift map stored in the ROM 33 (FIG. 1), and reads the specific shift speed and the upper limit shift speed (from the navigation device 93). SHIFTN). If the upper limit gear is lower than the specific gear, the navigation shift control process is performed at the upper gear, and if the upper gear is higher than the specific gear, the normal gear control is performed at the specific gear. Perform processing.

Next, the flowchart will be described. Step S3-1 The unique shift stage (SHIFT) is read. Step S3-2: The upper limit gear position (SHIFTN) is input. Step S3-3: Compare the inherent gear position with the upper limit gear position and determine the smaller one (MIN (SHIFT, SHIFT).
N)) is the shift speed (SHIFT). Step S3-4: It is determined whether or not the upper limit gear is lower than the inherent gear. If the upper limit gear is lower than the specific gear, the process proceeds to step S3-5. If the upper gear is higher than the specific gear, the process proceeds to step S3-6. Step S3-5 The navigation shift control process is performed. Step S3-6: Normal shift control processing is performed.

By the way, when the navigation shift control process is performed at the upper limit shift speed, when a downshift shift is performed,
The gear ratio of the transmission 10a (FIG. 3) changes before and after the gear shift, but if the engine speed changes with the gear shift, a gear shift shock occurs, giving an occupant such as a driver discomfort. Therefore, in order to prevent a shift shock from occurring when the navigation shift control process is performed, the shift time is increased by the shift time adjusting means 106.

FIG. 15 is a hydraulic circuit diagram of the shift time adjusting means in the embodiment of the present invention, and FIG. 16 is a time chart showing the operation of the shift time adjusting means in the embodiment of the present invention. In this case, a description will be given assuming that a 3-2 shift is performed as a downshift by the navigation shift control process. In FIG. 15, reference numeral 74 denotes a flow modulator valve. The flow modulator valve 74 has a spool 111 disposed slidably (slidably) in a valve body 110, and a spring 112 for urging the spool 111. The spool 111 is formed at one end, and is provided between the control oil chamber 11 and the valve body 110.
7, a large-diameter land 115 formed facing the small-diameter land 114, and a large-diameter land 118 formed on the other end side and having an orifice 119.
Is provided.

The flow modulator valve 74
Ports 74a to 74d and a drain port EX
The port 74a is connected to the third solenoid valve S3 and the orifice 120 via an oil passage L-1, and the port 74b is connected to a manual valve 62 via an oil passage L-2.
The port b and the port 74c in FIG. 9 are connected to the cutoff valve 85 via the oil passage L-3, and the port 74d is connected to the oil passage L-
4 are respectively connected to the hydraulic servo B-1.

[0076] Then, the line pressure P _L is supplied to the orifices 120, is depressurized by the orifice 120 third solenoid pressure P _S3 as a signal hydraulic pressure is caused to occur, the third solenoid pressure P _S3, the third It is selectively supplied to the control oil chamber 117 as the solenoid valve S3 opens and closes. In the flow modulator valve 74,
The valve body 110 receives a downward load in the figure by the third solenoid pressure P _S3 supplied to the control oil chamber 117, receives an upward load by the urging force of the spring 112, and is supplied to the port 74b. by a hydraulic P _SL, it receives the downward load corresponding to the area difference between the small diameter lands 114 and the large diameter land 115.

When the normal mode is selected in the shift time adjusting means 106 having the above-described configuration, the third solenoid valve S3 is closed at each shift speed of the drive range and at the first and third speeds of the second range. , The third solenoid pressure _PS3 is supplied to the control oil chamber 117, and the flow modulator valve 74 assumes the left half position. Therefore, the ports 74c and 74d are communicated with each other, and the hydraulic pressure P _B1 from the cutoff valve 85 is supplied to the hydraulic servo B-1 via the oil passage L-4.

When the normal mode is selected,
2nd gear in second range, 1st gear and 2nd in low range
Since the third solenoid valve S3 is opened at high speed,
The third solenoid pressure _PS3 exits from the control oil chamber 117. However, as the second range or low range is selected, the manual because pressure P _SL from the port b of the valve 62 is supplied to the port 74b, the valve body 110 and the small-diameter land 114 large diameter land 11
5 receives a downward load corresponding to the area difference between the flow modulator 5 and the flow modulator valve 74 in the left half position. Therefore, the ports 74c and 74d are communicated with each other, and the hydraulic pressure P _B1 from the cutoff valve 85 is supplied to the hydraulic servo B-1 via the oil passage L-4.

On the other hand, when the navigation mode is selected, the third solenoid valve S3 is set at each shift speed in the drive range in the normal speed control process, as in the case where the normal mode is selected. Is closed, the third solenoid pressure _PS3 is supplied to the control oil chamber 117, and the flow modulator valve 74 assumes the left half position. Therefore, the ports 74c and 74d are communicated with each other, and the hydraulic pressure P _B1 from the cutoff valve 85 is
-4 to the hydraulic servo B-1.

When the navigation mode is selected, the third solenoid valve S3 is opened in the navigation shift control process, so that the third solenoid pressure P
_S3 exits from the control oil chamber 117. In addition, since the drive range is selected, the hydraulic pressure P _SL from the port b of the manual valve 62 is not supplied to the port 74b. Accordingly, the ports 74c and 74d are communicated through the orifice 119, and the hydraulic pressure P _B1 from the cut-off valve 85 is throttled by the orifice 119, and then to the hydraulic servo B-1 via the oil passage L-4. Supplied. As a result, it is possible to reduce the rising speed of the hydraulic P _B1, it is possible to reduce the rate of change of the engine rotational speed N _E accompanying the gear shift. Therefore, the shift time can be lengthened accordingly.

In FIG. 16, SG-S3 is the third
A third solenoid signal sent to the solenoid of the solenoid valve S3, SG-S1 is a first solenoid signal sent to the solenoid of the first solenoid valve S1, P is a hydraulic pressure,
P _C2 is the hydraulic pressure supplied to the hydraulic servo C2 of the second clutch C2 (FIG. 3), P _B1 is the hydraulic pressure supplied to the hydraulic servo B1 of the first brake B1, N _E is engine speed, theta the throttle opening degree, T _o is the output torque outputted to the driving wheels.

As described above, in the navigation speed change control process, the rising speed of the hydraulic pressure P _B1 can be reduced and the speed change time can be lengthened, so that the occurrence of a speed change shock can be prevented. In this case, the accelerator pedal 96
Since (FIG. 2) is loosened, the torque transmitted in the transmission 10a is small unlike the shift by kick down. Therefore, the influence on the friction material such as the first brake B1 is small.

[0083] In FIG. 16, the broken line shows the pressure P _B1, the engine speed N _E and the output torque T _o in a conventional vehicle control device. In this embodiment, although to adjust the shifting time by the switching of the flow modulator valve 74, is supplied to a predetermined hydraulic servo by changing the line pressure P _L by the back pressure control linear solenoid valve SLN The rise of the hydraulic pressure can also be delayed.

In adjusting the shift time, the amount of adjustment is varied depending on the steering angle, lateral acceleration, etc.
For example, when the steering angle is large and the lateral acceleration is high, the adjustment amount of the shift time can be increased, and when the steering angle is small and the lateral acceleration is low, the adjustment amount of the shift time can be reduced. And in this embodiment,
The optimum gear position determination process and the upper limit gear position output control process are performed in the navigation device 93, and the automatic transmission control device 31 performs the speed change process. Alternatively, the automatic transmission control device 31 may perform an upper limit gear output control process and a shift process. In this case, the accelerator opening signal SG3 and the brake signal SG4 are used as the signal SG11 as the navigation device 93.
Since it is not necessary to send the information to the user, waste of two-way communication can be reduced.

[0085]

As described above in detail, according to the present invention, in the vehicle control device, the optimum gear position determining means for determining the optimum gear position corresponding to the road condition, and the optimum gear position determining means corresponding to the road condition. Operation detecting means for detecting the operation of the driver; upper limit gear position setting means for setting an upper gear position based on the optimal gear position and the driver's operation; and an upper gear position and an automatic transmission. And speed change processing means for performing a shift at the selected speed.

The shift processing means includes a shift time adjusting means for making the shift time longer when the shift is performed at the upper limit shift speed than when the shift is performed at the shift speed unique to the automatic transmission. Prepare. In this case, when the optimal gear position corresponding to the road condition is determined by the optimal gear position determining means, and the operation of the driver corresponding to the road condition is detected by the operation detecting means, the upper gear position setting means sets the upper limit gear position. Is set and output to the speed selection means.

The shift speed selecting means selects one of the upper limit shift speed and a shift speed unique to the automatic transmission,
When the selected shift speed is sent to the shift processing means, the shift processing means shifts at the selected shift speed. Further, when the shift is performed at the upper limit shift speed, the shift time adjusting means makes the shift time longer than when the shift is performed at the shift speed unique to the automatic transmission.

Therefore, the rate of change of the engine speed due to the shift can be reduced, so that the occurrence of a shift shock can be prevented.

[Brief description of the drawings]

FIG. 1 is a functional block diagram of a vehicle control device according to an embodiment of the present invention.

FIG. 2 is a schematic diagram of a vehicle control device according to the embodiment of the present invention.

FIG. 3 is a schematic diagram of an automatic transmission according to an embodiment of the present invention.

FIG. 4 is a diagram showing an operation of the automatic transmission according to the embodiment of the present invention.

FIG. 5 is a schematic diagram of an automatic transmission control device according to an embodiment of the present invention.

FIG. 6 is an input side block diagram of the automatic transmission control device according to the embodiment of the present invention.

FIG. 7 is an output side block diagram of the automatic transmission control device according to the embodiment of the present invention.

FIG. 8 is a first diagram of a hydraulic circuit of the automatic transmission according to the embodiment of the present invention.

FIG. 9 is a second diagram of the hydraulic circuit of the automatic transmission according to the embodiment of the present invention.

FIG. 10 is a flowchart showing a main routine of the vehicle control device according to the embodiment of the present invention.

FIG. 11 is a diagram showing a recommended vehicle speed map according to the embodiment of the present invention.

FIG. 12 is a flowchart illustrating a subroutine of an optimum gear position determination process in the embodiment of the present invention.

FIG. 13 is a flowchart illustrating a subroutine of an upper limit gear position output control process in the embodiment of the present invention.

FIG. 14 is a flowchart illustrating a subroutine of a shift process according to the embodiment of the present invention.

FIG. 15 is a hydraulic circuit diagram of a shift time adjusting unit in the embodiment of the present invention.

FIG. 16 is a time chart illustrating an operation of a shift time adjusting unit according to the embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Automatic transmission 46 Accelerator pedal sensor 47 Brake switch 96 Accelerator pedal 97 Brake pedal 101 Optimal shift speed determining means 103 Upper limit shift speed setting means 104 Shift speed selecting means 105 Shift processing means 106 Shift time adjusting means

──────────────────────────────────────────────────の Continued on front page (51) Int.Cl. ⁶ Identification code FI F16H 63:12

Claims (4)

[Claims] 1. An optimal gear position determining means for determining an optimal gear position corresponding to a road condition; an operation detecting device for detecting an operation of a driver corresponding to the road condition; Upper limit gear position setting means for setting the upper gear position based on the operation of the above, and gear position selecting means for selecting one of the upper gear position and a gear position unique to the automatic transmission,
Shift processing means for performing a shift at a selected shift speed, wherein the shift processing means performs a shift at a speed unique to the automatic transmission when a shift is performed at the upper limit shift speed. A vehicle control device comprising a shift time adjusting means for making a shift time longer than usual. 2. The vehicle control device according to claim 1, wherein when downshifting from a current gear to the upper limit gear is performed, a shift time is lengthened. 3. The vehicle control device according to claim 1, wherein the operation detecting means detects an operation of releasing a driver's accelerator pedal. 4. The vehicle control device according to claim 1, wherein said operation detecting means detects an operation of depressing a brake pedal by a driver.