JPH1054454A - Controller for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform shifting without generating a sense of incongruity when a kickdown command a shift command based on the manual operation are overlapped. SOLUTION: This automatic transmission is provided with an automatic shifting mode and a manual shifting mode, and commands downshift by a kickdown switch in a state where the manual shifting mode is set. The automatic transmmission is provided with manual shift command command detecting means(steps 4, 6) for detecting the shift command state based on the manual operation, a downshift command detecting means (a step 3) for detecting the downshift command based on a kickdown switch, and judging means (steps 5, 7, 7A) for judging the shift on the basis of at least both commands of the shift command detected by the manual shift command detecting means (the steps 4, 6) based on the manual operation and the downshift command detected by the downshift command detecting means (the step 3).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission for a vehicle, and more particularly to an automatic transmission mode for executing a shift based on a detected traveling state of a vehicle and a manual transmission mode for executing a shift based on a manual operation. The present invention relates to a control device for an automatic transmission having:

[0002]

2. Description of the Related Art Recently, as it has become possible to electrically determine and execute a shift of an automatic transmission for a vehicle, a shift signal is output based on a manual operation, and the shift is manually operated. Automatic transmissions configured to perform such operations have been put to practical use. Automatic transmissions having this type of automatic transmission mode and manual transmission mode are basically transmissions that are electrically controlled, so even if the manual transmission mode is selected, A so-called backup may be performed by dynamic control.

For example, when the accelerator pedal is greatly depressed during traveling in the manual shift mode, even if the downshift is instructed based on the signal of the kick down switch and the downshift by manual operation is not instructed,
Downshifts are executed automatically, and conversely, even if a manual downshift is instructed during high-speed driving, control is performed such as prohibiting (rejecting) the downshift to prevent over-revolution of the engine. ing. An example of an automatic transmission that performs a downshift based on an output signal from a kickdown switch in the former manual shift mode is described in a magazine “Motor Magazine”, June issue (4th edition).
2 No. 7), p. 158.

[0004]

The kick-down switch in the above-mentioned conventional automatic transmission is installed on the floor on the back side of the accelerator pedal, and is turned on by depressing the accelerator pedal greatly. Outputs a signal for downshifting. On the other hand, the shift instruction in the manual shift mode (manual mode or sports mode) is performed by a manual operation of the driver, and the timing of the shift instruction is completely arbitrary.

Therefore, in the above automatic transmission, the downshift signal from the kick down switch and the shift signal from the manual operation may overlap. In this case, if a downshift is performed by turning on the kick down switch, if the shift signal by manual operation is an upshift signal, a shift opposite to the driver's intention occurs. , A sense of incongruity occurs.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to prevent a sense of incongruity when a downshift instruction accompanying a kick-down switch is turned on and a shift instruction based on a manual operation are superimposed. It is an object of the present invention to provide a control device capable of performing the following.

[0007]

In order to achieve the above object, the invention described in claim 1 is directed to an automatic shift mode for shifting gears based on a detected traveling state and a manual shift instruction. A manual transmission mode for performing a shift based on the automatic transmission control device for instructing a downshift when a driver's power output instruction amount is equal to or greater than a predetermined value while the manual transmission mode is set. Manual shift instruction detecting means for detecting a shift instruction state in a manual shift mode; downshift instruction detecting means for detecting a downshift instruction based on a power output instruction amount by the driver being equal to or greater than a predetermined value; At least both the content of the shift instruction in the manual shift mode detected by the shift instruction detecting means and the downshift instruction detected by the downshift instruction detecting means It is characterized in that a shift determination means for determining the speed based.

Therefore, according to the first aspect of the present invention, when the downshift instruction due to the increase in the power output instruction amount by the driver and the manual shift instruction are superimposed, the shift is performed in consideration of the details of the manual shift. Because judge the stage,
A shift that reflects the driver's intention to shift can be performed, and a sense of incongruity in the shift can be prevented.

The invention according to claim 2 is provided with an automatic shift mode in which a shift is performed based on the detected traveling state and a manual shift mode in which a shift is performed based on a manual shift instruction.
In a control device of an automatic transmission that outputs a downshift signal when a power output instruction amount by a driver is greater than or equal to a predetermined value in a state where the manual shift mode is set, it is detected that the manual shift mode is selected. Mode detection means,
Downshift instructing means for issuing a downshift instruction only once even when the downshift signal is output a plurality of times within a predetermined time in the manual shift mode. is there.

Therefore, according to the second aspect of the present invention, during traveling in the manual shift mode, the downshift signal resulting from the increase in the power output instruction amount by the driver is continuously output a plurality of times in a short time. In this case, since the downshift is not performed a plurality of times, the sense of discomfort can be suppressed.

[0011]

Next, the present invention will be described more specifically with reference to the drawings. First, an overall control system will be described. FIG. 4 shows a control system diagram of an engine 1 and an automatic transmission 2 as an example of a power unit, and a signal corresponding to a depression amount of an accelerator pedal 3 is generated by an engine. Is input to the electronic control unit 4. An electronic throttle valve 6 driven by a throttle actuator 5 is provided in an intake pipe of the engine 1. A control signal is output from the control device 4 to the throttle actuator 5 in accordance with the depression amount of the accelerator pedal 3, and the opening of the electronic throttle valve 6 is controlled in accordance with the control amount.

An electronic control unit 4 for controlling the engine 1 includes a central processing unit (CPU) and a storage unit (R).
AM, ROM) and an input / output interface. The electronic control unit 4 includes, in addition to a signal corresponding to the depression amount of the accelerator pedal 3 described above,
Output signal of engine speed sensor 7, output signal of intake air flow center (air flow meter) 8, output signal of intake air temperature sensor 9, output signal of throttle opening sensor 10, output signal of vehicle speed sensor 11, cooling water Temperature sensor 1
2 and the output signal of the brake switch 13 are input as control data. In addition to the control of the throttle actuator 5, the engine electronic control unit 4 outputs a signal to the fuel injection device 14, an igniter 15 for changing the ignition timing, and the like for torque control at the time of gear shifting or the like. It is configured.

The automatic transmission 2 connected to the engine 1 is a so-called electronically controlled automatic transmission that electrically controls the hydraulic pressure to control shifting and engagement / disengagement of a lock-up clutch. The hydraulic control circuit 16 for controlling the hydraulic pressure mainly includes three shift solenoid valves SOL1, SOL2, and SOL3 for executing a shift, a linear solenoid valve SLU for mainly controlling a lock-up clutch, and a throttle opening degree. A linear solenoid valve SLT for controlling the line pressure and a linear solenoid valve SLN for mainly controlling the back pressure of the accumulator are provided.

An electronic control unit 17 for an automatic transmission for outputting a control signal to each solenoid valve in the hydraulic control circuit 16 is provided. The electronic control unit 17 for the automatic transmission includes a central processing unit (CPU) and a storage unit (RA), like the electronic control unit 4 for the engine.
M, ROM) and an input / output interface, and therefore can be integrated with the engine electronic control unit 4 as necessary. The electronic control unit 17 for the automatic transmission performs a calculation based on the input data according to a map or a calculation formula stored in advance, and outputs a control signal based on the calculation result to each of the solenoid valves to perform a shift or lock-up. It is configured to execute control of engagement / disengagement of a clutch, control of transient hydraulic pressure during gear shifting, and the like.

The electronic control unit 17 for the automatic transmission includes, as control data, the throttle opening sensor 1 described above.
0, the output signal of the vehicle speed sensor 11, the output signal of the coolant temperature sensor 12, the output signal of the brake switch 13, the signal from the shift position sensor 19 provided in the shift device 18, the torque converter described later. From the turbine speed sensor 20, a signal from the kick down switch 21 for instructing a downshift to be turned ON when the accelerator pedal 3 is fully depressed,
A signal from a sports mode (direct mode) switch 22 for setting a manual shift mode, a signal from a plus (+) switch 23 for instructing an upshift in the manual shift mode, and a minus (-) for instructing a downshift in the manual shift mode. A signal or the like is input from the switch 24.
Further, the electronic control unit 17 for the automatic transmission includes a lamp and L
An indicator 25 such as an ED (Light Emitting Diode) or a buzzer is connected, and the driver is notified of the set shift speed, the non-execution of the shift or the manual / automatic shift mode by lighting, blinking or sounding of the indicator 25. It is supposed to.

The electronic control units 4 and 17 are connected so as to be able to perform data communication with each other. The electronic control unit 17 for the automatic transmission transmits a signal for setting each shift speed to the electronic control unit 4 for the engine. Has been sent to. Further, a VSC (vehicle stability control) control device 26 for performing vehicle stabilization control by electrically controlling the torque of the wheels to suppress side slip of the vehicle is provided. The device 26 and the electronic control devices 4 and 17 are connected to each other so as to be able to perform data communication.

The automatic transmission 2 has four forward speeds and one reverse speed.
The gear stage can be set, and an example of the gear train is shown in FIG. The gear train shown here is the same as that described in Japanese Patent Application Laid-Open No. Hei 4-185967, and the automatic transmission 2 includes a lock-up clutch Lc
, A second transmission section G2 having a set of planetary gear mechanisms, and a first transmission section G1 for setting a plurality of forward speeds and reverse speeds by two sets of planetary gear mechanisms.
And

The second transmission portion G2 performs high-low two-stage switching. The carrier 27 of the planetary gear mechanism is connected to the turbine runner Tr of the torque converter Tc. And a sun gear 28, a clutch C0 and a one-way clutch Fo are provided in a mutually parallel relationship.
A brake B0 is provided between the motor and the housing Hu.

The sun gears 29 and 30 in each planetary gear mechanism of the first transmission portion G1 are provided on a common sun gear shaft 31, and the left (front side) planetary gear mechanism of the first transmission portion G1 in the drawing. Ring gear 32 and second
A first clutch C1 is provided between the transmission gear G2 and the ring gear 33, and a second clutch C2 is provided between the sun gear shaft 31 and the ring gear 33 of the second transmission G2. In the first transmission portion G1, the carrier 34 of the planetary gear mechanism on the left side in the figure and the ring gear 35 of the planetary gear mechanism on the right side (rear side) are integrally connected,
The output shaft 36 is connected to the carrier 34 and the ring gear 35.
Are connected.

A first brake B1 as a band brake is provided on the outer peripheral side of the clutch drum of the second clutch C2 so as to stop the rotation of the sun gear shaft 31. Hu, a first one-way clutch F1 and a second brake B2 are arranged in series, and a second one-way clutch F2 and a housing Hu between the carrier 37 and the housing Hu in the rear planetary gear mechanism. The third brake B3 is arranged in parallel.

The automatic transmission 2 provided with the above-described gear train can set the first to fourth speeds in the forward gear. Among these, the first and second speeds are set in the automatic transmission mode and the engine brake is set. Does not work, and it is necessary to apply the engine brake in the manual shift mode. Therefore, the hydraulic circuit shown in FIG.

In FIG. 6, the manual valve 40 has P, R, N, D, DM, "3", "2", and L corresponding to the range positions that can be selected by the shift device 18.
The line pressure PL is supplied and discharged from a predetermined port in accordance with each range position.

In the 1-2 shift valve 50, the signal pressure from the second solenoid valve SOL2 is selectively supplied to the control port 51, and the hydraulic pressure of the second clutch C2 is selectively supplied to the hold port 52. As a result, in the first speed, the state shown in the right half of the figure is reached, and in the second to fourth speeds, the state shown in the left half is reached, and the hydraulic pressure is supplied to and discharged from the first to third brakes B1 to B3. .

When the signal pressure of the first solenoid valve SOL1 is selectively supplied to the control port 61, the 2-3 shift valve 60 is in the state shown in the right half of the figure at the first speed and the second speed. In the third and fourth speeds, the state shown in the left half of the figure is reached, and the hydraulic pressure is selectively supplied to and discharged from the second clutch C2.

The 3-4 shift valve 70 is selectively supplied with the signal pressure from the second solenoid valve SOL2 to its control port 71, and the line pressure PL is adjusted to the 2-3 shift valve 6
By being selectively supplied to the hold port 72 via 0, the state is as shown in the right half of the figure in the first to third speeds, and is the state as shown in the left half of the figure in the fourth speed.
As a result, the clutch C0 and the brake B of the second transmission portion G2
0 and the hydraulic pressure is selectively supplied.

The third solenoid valve S0L3 controls the coast brake cut-off valve 80. When the first speed or the second speed is selected in the manual shift mode, the third solenoid valve SOL3 is turned on, and as a result, The line pressure PL is supplied from the coast brake cut-off valve 80 to the first brake B1 or the third brake B3 via the 2-3 shift valve 60 and the 1-2 shift valve 50 so that the engine brake can be operated at these shift speeds. Has become.

Here, first to third solenoid valves SOL1, SOL2, and SOL2 for setting each shift speed in the automatic shift mode (AUTO.) And the manual shift mode (sport mode or direct mode: MANU.).
FIG. 7 shows the ON / OFF state of SOL3 and the engagement / disengagement state of each friction engagement device. In addition,
FIG. 7 is an operation table, in which a circle indicates ON for the solenoid valve and engagement for the frictional engagement device, and a cross indicates OFF for the solenoid valve and release for the frictional engagement device.

FIG. 8 shows the arrangement of each range position in the shift device 18. That is, the parking (P) range position and the reverse (R) range position in the front-rear direction of the vehicle are linearly arranged in the order listed here, and the neutral (N) range position is shifted to the right with respect to the R range position. It is arranged diagonally backward. A drive (D) range position is disposed on the rear side of the vehicle with respect to the N range position, and a manual shift mode (DM) position and a “3” range position are disposed on both left and right sides of the D range position. . The “2” range position is arranged on the rear side of the vehicle with respect to the “3” range position, and the L range position is arranged diagonally right behind the “2” range position.
Each of these range positions is connected by a groove that guides the shift lever. Further, when the shift lever is moved to the DM position, hydraulic pressure is supplied so that engine braking is effective in all forward gears. A switch 22 for selecting a manual shift mode (sport mode) is provided at an appropriate position on the shift device 18, the steering column, or the instrument panel (not shown).

When the manual shift mode (sports mode) is selected, the plus switch 23 and the minus switch 24 can output signals. These switches are switches that output signals at the moment of performing the push operation or switches that output signals only while the push operation is performed. As an example, as illustrated in FIG. Each pair is provided.

In the automatic transmission 2 described above, if the automatic transmission 2 is in the automatic transmission mode, the shift speed is determined based on a running state such as a throttle opening and a vehicle speed and a previously stored shift map. This is performed by outputting signals to the shift solenoid valves SOL1 to SOL3 so as to set the stage. On the other hand, shifting in the manual shifting mode (sport mode or direct mode) is performed by the DM switch 22.
This is performed by pushing the plus switch 23 or the minus switch 24 with the switch turned ON.

Specifically, the plus switch 23 is turned once
When the N operation is performed, an upshift from the current gear position to the one-speed higher gear position is instructed.
When the fourth gear 4 is turned ON once, a downshift from the current gear position to the lower gear position is instructed. Therefore, the shift instruction in the manual shift mode (sport mode or direct mode) can be executed regardless of the state of the vehicle such as the vehicle speed. Therefore, it is determined whether or not the shift to the gear designated by the manual operation is appropriate, and the shift is executed or the shift instruction is rejected. Further, when the kick down switch 21 is turned ON by depressing the accelerator pedal 3, that is, by increasing the power load or the power output instruction amount by the driver, this may be superimposed on manual shifting, in which case, Shifting by manual operation is not always executed, or downshifting by ON operation of the kick down switch is not always executed, and control is performed as described below.

FIG. 1 shows an example of a control routine in the case where a downshift signal caused by the kick-down switch 21 to be turned on and a shift signal caused by a manual operation are substantially superimposed. After the input signal processing (step 1) is performed, the manual shift mode (DM
Mode) is set (step 2). This can be performed by detecting whether or not the above-described DM switch 22 is turned ON to output a signal.

If a negative determination is made in step 2 because the automatic transmission mode has been selected, the routine returns without performing any particular control, and a positive determination is made in step 2 when the manual transmission mode has been selected. It is determined whether the kick down switch 21 is ON (step 3). As described above, the kick down switch 21
Is a switch which is turned on when the accelerator pedal 3 is depressed to near the limit position. Therefore, if the switch 21 is turned on, the engine load (power load) such as the throttle opening is 100%, that is, the driver This indicates that the power output instruction amount by the power is increased. Note that a hold circuit or the like may be provided to keep the kick-down switch 21 on for a predetermined time. This step 3 is claimed in claim 1
Corresponds to the downshift instruction detecting means in the invention of (1).

If the kick down switch 21 is OFF and the result of the determination in step 3 is negative, the process returns. On the contrary, the kick down switch 21 is turned ON.
, The minus switch 24 shown in FIG.
It is determined whether or not N has been reached, that is, whether or not a downshift has been instructed by a manual operation (step 4). Note that the output state of the ON signal may be maintained for the minus switch 24 for a predetermined time by a hold circuit or the like.

If an affirmative determination is made in step 4, a downshift signal caused by the ON operation of the kick down switch 21 and a downshift signal caused by the ON operation of the minus switch 24 are superimposed and output. . Therefore, the downshift is instructed twice, but in the control device according to the present invention, these two downshift signals are downshifted by one stage assuming that the same shift instruction is generated from two systems (step 5).

The reason why the kick-down switch 21 is turned ON is that the accelerator pedal 3 is depressed based on the fact that the driving force at that time is insufficient, and the reason why the minus switch 24 is turned ON is that This is because a speed lower than the current speed is required. Therefore, all of these downshift signals are generated when a downshift from the current gear is required, and the intended gear is considered to be the same. Therefore, by performing the one-stage downshift as described above, the demand is satisfied, and it is possible to prevent a sense of incongruity due to the occurrence of further downshift.

On the other hand, if a negative determination is made in step 4 because the minus switch 24 has not been turned on, it is determined whether the plus switch 23 shown in FIG. 9 has been turned on (step 6). That is, it is determined whether or not an upshift is instructed by a manual operation. If the upshift is not instructed, only the downshift is instructed by the kick-down switch 21 being turned on. , Step 5
And downshift by one step. On the other hand, when the plus switch 23 is turned ON to output the upshift signal, the current gear position is maintained (step 7).

That is, if the determination in step 6 is affirmative, a downshift instruction by turning on the kick down switch 21 and an upshift instruction by turning on the plus switch 23 contradict shift instructions. Will be done. If the shift is executed according to these signals, the downshift and the upshift will be executed successively, but any of these shifts will be meaningless if any of these shifts is performed first. On the other hand, in the control device according to the present invention, since the current gear stage is maintained, meaningless gear shifting is avoided, and the feeling of strangeness does not occur.

Since the kick-down switch 21 is turned on when the accelerator pedal 3 is depressed greatly, if the kick-down switch 21 is turned on, the throttle opening is increased to increase the engine output. It is clear that the driver needs a lot of driving power. On the other hand, plus switch 23
In some cases, the ON operation does not have such a positive background. On the contrary, it is conceivable that the ON operation was performed by an erroneous operation. Therefore, when a downshift instruction accompanying the ON operation of the kickdown switch 21 and an upshift instruction due to the ON operation of the plus switch 23 are output, the downshift by the kickdown switch 21 with the engine output increase control is performed. , And downshift by one stage instead of step 7 (step 7
A)

Therefore, steps 4 and 6 correspond to the manual shift instruction detecting means in the first aspect of the present invention, and steps 5 and 7 or 7A correspond to the shift determining means in the first aspect of the present invention. Note that, as described above, the kick down switch 21 is
In the case of N operation, the throttle opening increases and the engine speed increases, so if there is a possibility of over-revolution of the engine 1, downshifting is prohibited based on a control routine (not shown). Alternatively, an upshift may be performed.

Next, control when the kick-down switch 21 is continuously turned on will be described. FIG. 2 shows an example of the control routine, and FIG. 3 shows a time chart when the control shown in FIG. 2 is performed.
First, in FIG. 2, it is determined whether or not the manual shift mode (DM mode) is set (step 11). This can be executed in the same manner as in step 2 in FIG. 1 described above, and step 11 corresponds to the mode detecting means in the second aspect of the present invention.

If the determination in step 11 is affirmative due to the manual shift mode, it is determined whether or not the kick down switch 21 is ON (step 12). This determination can be made in the same manner as in step 3 shown in FIG. 1 described above. When the kick-down switch 21 is ON and outputting a signal, that is, when a positive determination is made in step 12, Is determined whether the end flag Fk is set to "1" (step 13).

The end flag Fk is set as described below.
This flag is set to "1" when the elapsed time from when the downshift instruction signal is output exceeds a predetermined time after the kick down switch 21 is switched from ON to OFF, and this flag Fk is set to "1". If the value is "0", the process returns. If the value is set to "1", that is, if a sufficient time has elapsed since the kick-down switch 21 was turned off, the timer flag F is determined ( Step 14).

When the timer flag F is set to "1", it indicates that the kick-down switch 21 has been turned ON and has started counting the time elapsed from the start of signal output. When step 14 is reached for the first time after the kick-down switch 21 is turned on, it is set to "0" and a negative determination is made, and the process proceeds to step 15. In step 15,
Reset timer T to zero, and kick down switch 2
The counting of the time from when 1 is turned on is started, and then, in step 16, the timer flag F is set to "1". Then, it is determined whether or not the value of the timer T has become equal to or longer than a predetermined time T1 (step 17). In addition,
If the timer T has already counted the time when the ON operation of the kick-down switch 21 is determined in step 12, an affirmative determination is made in step 14 and the process proceeds to step 17.

The time counting by the timer T is started at time t0 in the time chart of FIG. 3. If the elapsed time from the time t0 is less than the predetermined time T1, the process returns to step S11. On the other hand, the elapsed time T from when the kick down switch 21 is turned on is equal to the predetermined time T.
If 1 has been reached, that is, if an affirmative determination has been made in step 17, a downshift instruction signal is output from the current gear position to the lower gear position (step 18). More specifically, a signal is output to the shift solenoid valves SOL1 to SOL3 to set a shift speed one step lower than the current shift speed.
This is represented at time t1 in the time chart of FIG. In step 19, the downshift timer flag Fd is reset to zero. The downshift timer flag Fd is a flag that is set to "1" when the timer Td for counting the time elapsed from when the downshift instruction signal is output starts.

If the kick-down switch 21 is once turned on and the state is held for a certain period of time, and if the down-shift switch 21 is switched to the OFF state after the lapse of the certain period of time, a negative judgment is made in step 12. In this case, the routine proceeds to step 20, where it is determined whether or not the downshift timer flag Fd is set to "1". If step 20 is reached for the first time after the kick-down switch 21 is switched from ON to OFF, a negative determination is made. In that case, the downshift timer Td is reset to zero and time counting is started (step 21). This is represented at time t2 in the time chart of FIG. Further, the downshift timer flag Fd is set to "1" to indicate that the time counting has started (step 22). Thereafter, it is determined whether or not the elapsed time Td from the output of the downshift instruction signal has reached a preset reference time TA (step 23). If the time has already been counted by the downshift timer Td when it is determined that the kickdown switch 21 is OFF, an affirmative determination is made in step 20 and the process immediately proceeds to step 23.

As shown in FIG. 3, the reference time TA used in the determination in step 23 is the kick down switch 2
This is the time from the time t2 when 1 is turned OFF to the time t3 after a certain time has elapsed. Downshift timer T
If the time counted by d reaches the reference time TA, an affirmative determination is made in step 23, the end flag Fk is set to "1" (step 24), and the reference time T
If it has not reached A, a negative determination is made in step 23 and the end flag Fk is set to "0" (step 26). Then return. Note that the reference time TA can be replaced with a fixed time TB based on the output point of the downshift instruction signal.

Therefore, after the accelerator pedal 3 is returned once and then depressed again, it is determined in step 12 that the kick-down switch 21 is ON again, and at that time, the end flag Fk is set to "0". If a negative determination is made in step 13, this corresponds to FIG.
Corresponds to the case of In this case, since the control routine returns without performing any particular control, the downshift is not performed even if the kick down switch 21 is turned on to instruct the downshift. That is, even if the kick-down switch 21 is continuously turned on and outputs a signal within a predetermined time, the downshift is performed only once, and the continuous downshift of the number of times the kick-down switch 21 is turned on is prohibited. Because of this, discomfort is prevented.

On the other hand, when the kick down switch 21 is turned on again and the affirmative determination is made in step 12, the end flag Fk is set to "1".
The control in steps 14 to 19 described above is executed, and a downshift instruction signal is output at time t5 when the time T1 has elapsed from time t4 when the switch is turned on again. This is shown in FIG. That is, the kick-down switch 21 is turned on a plurality of times at predetermined intervals.
In the case of the operation, the downshift is executed once according to each ON operation, and a necessary driving force is secured.

If a negative determination is made in step 11 because the manual shift mode is not selected, the timer flag F is reset to zero (step 26) and the downshift timer flag Fd is reset to zero. (Step 27) Further, the end flag Fk is set to “1”.
Return after setting to.

It should be noted that the present invention is not limited to the above-described control device for an automatic transmission. In short, the present invention is not limited to an automatic transmission in which each of a plurality of shift speeds can be fixedly selected based on a manual operation. A control device for automatic transmissions in which gears and shift ranges that can be set are selected based on manual operation, and a shift is instructed by manual operation, such as an automatic transmission that causes a shift. Can be applied. Therefore, the gear train, the hydraulic circuit, and the shift device of the automatic transmission are not limited to those described in the above embodiments. Also, the upshift switch or downshift switch is turned on by the shift lever.
The present invention can be applied to a control device for an automatic transmission including a shift device configured to perform N operations. Further, the power device of the vehicle equipped with the automatic transmission according to the present invention is not limited to the above-described engine, but may be a power device including an internal combustion engine and an electric motor or a power device including an electric motor. The kick-down switch is turned on in response to an increase in the power output instruction amount by the driver, such as an increase in the accelerator opening.
The means for outputting a downshift instruction signal in accordance with an increase in the power output instruction amount by the driver according to the present invention is based on an accelerator opening degree which is an accelerator depression amount and a throttle opening degree which is a power load in the manual shift mode. A configuration that outputs a downshift instruction signal may be used.

Here, the characteristic aspects of the present invention described with reference to the specific examples described above are as follows. That is, the shift determining means in the invention of claim 1 is
When a downshift instruction based on a power output instruction amount (or a power load) such as depression of an accelerator by a driver and a downshift instruction based on a manual operation are superimposed, 1
It can be used as a means for determining a gear downshift. The shift determining means according to the first aspect of the present invention is a means for maintaining the current gear position when a downshift instruction based on a power output instruction amount by a driver and an upshift instruction based on a manual operation are superimposed. Can be. Further, the shift determining means according to the first aspect of the present invention is a means for determining a one-step downshift when a downshift instruction based on a power output instruction amount by a driver and an upshift instruction based on a manual operation are superimposed. be able to.

On the other hand, the predetermined time during which the downshift instructing means detects the downshift signal a plurality of times is a time from when the output of the first downshift instruction signal is stopped. Can be. Further, the predetermined time can be set as a time from the time when the downshift based on the first downshift signal is executed.

[0054]

As described above, according to the first aspect of the present invention, a downshift instruction is issued when the kick-down switch is turned on, etc., and at the same time when the downshift instruction is given by manual operation. Since the content of the manual shift is also taken as data to determine the shift, it is possible to avoid a situation in which a plurality of shifts based on both the downshift instruction and the manual shift instruction continuously occur, and the like. Discomfort can be prevented.

According to the second aspect of the present invention, when a downshift instruction based on an increase in the power output instruction amount by the driver is continuously generated in a short time, the shift according to each downshift instruction is performed. Is performed, the downshift is performed only once. Therefore, it is possible to avoid a continuous downshift and prevent a sense of incongruity.

[Brief description of the drawings]

FIG. 1 is a flowchart illustrating a control example in a case where a downshift instruction by a kickdown switch and a shift instruction by a manual operation performed by the control device of the present invention are superimposed.

FIG. 2 is a flowchart illustrating a control example when a downshift instruction is continuously generated by a kick down switch.

FIG. 3 is a time chart for explaining a control example shown in FIG. 2;

FIG. 4 is a diagram schematically showing an overall control system of the automatic transmission targeted by the present invention.

FIG. 5 is a skeleton diagram showing an example of a gear train of the automatic transmission according to the present invention.

FIG. 6 is a partial hydraulic circuit diagram showing a part of a hydraulic circuit of an automatic transmission according to the present invention.

FIG. 7 is a diagram showing an engagement operation table of a friction engagement device for setting each shift speed in the automatic transmission.

FIG. 8 is a diagram showing an arrangement of each range position in the shift device.

FIG. 9 is a diagram showing an arrangement of switches for instructing an upshift and a downshift.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 4 Engine electronic control unit 17 Automatic transmission electronic control unit 22 Sports mode switch 23 Plus switch 24 Minus switch

Claims (2)

[Claims] An automatic shifting mode for shifting gears based on a detected traveling state and a manual shifting mode for shifting gears based on a manual shift instruction are provided. A control device for an automatic transmission for instructing a downshift when a power output instruction amount is equal to or more than a predetermined amount, wherein a manual shift instruction detecting means for detecting a shift instruction state based on a manual operation in the manual shift mode; Downshift instruction detecting means for detecting a downshift instruction based on that the power output instruction amount is greater than or equal to a predetermined value, a manual shift instruction content detected by the manual shift instruction detecting means, and the downshift instruction detecting means Shift determining means for determining a shift based on at least both of the downshift instruction detected by the automatic shift control and the automatic shift control. Machine of the control device. 2. An automatic transmission mode in which a shift is performed based on a detected traveling state and a manual transmission mode in which a shift is performed based on a manual shift instruction. A control device for an automatic transmission that outputs a downshift signal when the power output command amount is equal to or greater than a predetermined value, wherein a mode detecting means for detecting that a manual shift mode is selected, and a predetermined mode determined in the manual shift mode. A control device for an automatic transmission, comprising: downshift instructing means for issuing a downshift instruction only once even when the downshift signal is output a plurality of times within a time period.