JPS6165947A - Controller of automatic transmission - Google Patents

Abstract

PURPOSE:To prevent securely unconfortable feeling due to idling vibration in stopping vehicle by changing over the speed change stage of a transmission to high speed stage when a brake is operated. CONSTITUTION:The outputs of a travelling range detecting means G, idling detecting means H, vehicle stop detecting means I and braking detecting means J are supplied to the input of a controlling means K for controlling a speed change change-over means D to change over the speed change stage of a transmission to high speed stage when a brake is operated. Thus, in stopping the vehicle when a driver wants to maintain the vehicle stopping condition, the vibration of a car body caused by the idling vibration of an engine is always reduced so that unconfortable feeling due to the idling vibration in stopping the vehicle can be securely prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a control device for an automatic transmission installed in an automobile;
This is intended to reduce vibrations, especially when the vehicle is stopped.

(Prior art) In a car equipped with an automatic transmission, when the manual shift lever of the transmission is shifted to a driving range such as D range or 2 range and the car is stopped, the idle vibration of the engine is transmitted to the transmission. There is a problem in that the air is transmitted to the vehicle body through the air, causing discomfort to the occupants. Therefore, it is conceivable that when the vehicle is stopped, the transmission is automatically switched to neutral even if the shift lever is in the travel range, and the idling vibrations of the engine are cut off in the transmission.

However, if this is done, a shock called a so-called N-D shock will occur when the transmission is returned from a neutral state to a power transmission state such as a first speed state at the next start.

To deal with this, instead of putting the transmission in the neutral state when the vehicle is stopped, the gear that is normally in the 1st gear should be switched to a higher gear, such as 3rd or 4th gear, where the driving force of the output shaft is smaller. It is conceivable that this reduces the transmission of the engine's idle image to the vehicle body, and also prevents the occurrence of N-D shock at the time of starting. There is an invention based on this idea, for example, disclosed in Japanese Patent Application Laid-Open No. 56-57524. This invention maintains the transmission in the 1st gear state within a predetermined period of time when stopped in the driving range, as in the conventional case, and changes the gear to a high speed such as 3rd or 4th gear after the lapse of the predetermined period of time. It is designed to automatically switch to . According to this, when starting within a short time after coming to a stop, since the gear position is held at 1st gear, it is possible to take advantage of the so-called creep phenomenon and start smoothly, and the stopped state can continue for a long time. in case of,
Since the transmission is switched to a high speed gear where the output is reduced, vibrations of the vehicle body due to engine idling vibrations are reduced.

However, the present invention has drawbacks in that the transmission of idle photography is not reduced within the predetermined time period, and the creep phenomenon cannot be utilized at the time of starting after the predetermined time period has elapsed.

(Object of the Invention) The present invention deals with the above-mentioned situation when a vehicle equipped with an automatic transmission is stopped. By automatically switching the gear to a high gear, it reduces the transmission of engine idling to the vehicle body and reduces N when starting.
- In addition to preventing the D-shock, the driver maintains the state of switching to high speed immediately after stopping and while the driver has the intention of continuing to stop, thereby reliably preventing the discomfort caused by the above-mentioned idle shooting. The purpose of the present invention is to return the gear to first gear when the driver's intention to start is recognized, thereby making it possible to take advantage of the creep phenomenon at all times to smoothly start the vehicle.

(Structure of the Invention) In order to achieve the above object, the automatic transmission control device according to the present invention is characterized in that it is structured as follows.

That is, as shown in FIG. 1, there is a torque converter B connected to an output shaft to the engine, a speed change gear mechanism C connected to the output shaft of the torque converter B, and a speed change gear mechanism C.
In an automatic transmission IF, the automatic transmission IF is equipped with a gear changeover means for setting a plurality of gears by switching a power transmission path of - Travel range detection means G for detecting that E is in the travel range;
An idle detection means H detects that the accelerator pedal is not depressed, and the vehicle speed is controlled by the turbine rotation speed of the torque converter B or the output shaft rotation speed of the transmission 11F.
These detection means G, H are provided with a stop detection means I for detecting the stopped state of the vehicle from a corresponding speed signal, and a braking detection means J for detecting that a braking force is applied to the wheels.

1. Upon receiving the output signal of J, when the shift lever E is in the driving range, the accelerator pedal is not depressed, and the vehicle is stopped and braking, the gear shift switching means is controlled to change the gear. A control means K is provided for switching the speed to the high speed stage. According to such a configuration, when the shift lever is shifted to the driving range and the vehicle is stopped and the vehicle is stopped, and the engine is accordingly in the idling state, if the brake is further activated, in other words: For example, if the driver has the intention of continuing to stop the vehicle, the gear is switched to a high speed, thereby reducing the transmission of idle imaging to the vehicle body while the vehicle is stopped. Therefore, when the driver releases the brake in order to start the vehicle, the gear position is returned to the first gear, resulting in a creep phenomenon when the vehicle starts.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

FIG. 2 shows the mechanical structure and fluid control circuit of the automatic transmission R1. The overdrive speed change gear mechanism 40 is comprised of an overdrive gear mechanism 40.

The torque converter 10 includes a pump 13 directly connected to the output shaft 3 of the engine 2 via a drive plate 11 and a case 12, a turbine 14 disposed in the case 12 to face the pump 13, and the pump 13. The stator 15 is disposed between the turbine 14 and the turbine 14, and an output shaft 16 is coupled to the turbine 14. Further, a lock-up clutch 17 is provided between the output shaft 16 and the case 12. This lock-up clutch 17 is constantly pressed in the engagement direction by the pressure of the working fluid circulating within the torque converter 10, and is released when release fluid pressure is supplied from the outside.

The multi-speed gear mechanism 20 has a front planetary gear mechanism 21 and a rear planetary gear mechanism 22, and sun gears 23, 24 of both mechanisms 21, 22 are connected by a connecting shaft 25. The input shaft 26 to this multi-speed gear 11120 is connected to the connecting shaft 25 via a front clutch 27 and to the front planetary gear mechanism 21 via a rear clutch 28.
A second brake 31 is provided between the transmission case 30 and the sun gear 23.24 of the connection shaft 25, that is, the planetary gear arrangement 21.22. ing. The ring gear 33 of the front planetary gear mechanism 21 and the rear planetary gear mechanism 22 are connected to an output shaft 34,
Further, a low reverse brake 3 is provided between the binion carrier 35 of the rear planetary gear mechanism 22 and the transmission hoe case 30.
6 and a one-way clutch 37 are respectively provided.

On the other hand, in the overdrive speed change gear mechanism 40, a tornion carrier 41 is connected to the output shaft 16 of the torque converter 10, and a sun gear 42 and a ring gear 43 are connected to the output shaft 16 of the torque converter 10.
and are connected by a direct coupling clutch 44. Further, an overdrive brake 45 is provided between the sun gear 42 and the transmission case 30, and the ring gear 43 is connected to the input shaft 26 to the multi-speed gear mechanism 20.

6 The multi-speed gear mechanism 20 having the above-mentioned configuration is conventionally known, and has three forward speeds and one forward speed between the input shaft 26 and the output shaft 34 by selectively operating the clutches 27, 28 and brakes 31, 36. A transmission ratio of is obtained. Further, the overdrive speed change gear mechanism 40 is configured to control the torque converter 1 when the clutch 44 is engaged and the brake 45 is released.
0 output shaft 16 and input shaft 26 to the multi-speed gear mechanism 20
When the clutch 44 is released and the brake 45 is engaged, the shafts 16 and 26 are connected in overdrive.

Next, the fluid control circuit for the automatic transmission will be explained.

Working fluid discharged into the main line 51 from the oil pump 50, which is constantly driven by the engine output shaft 3 via the torque converter 10, is guided to the select valve 53 after its oil pressure is adjusted by the pressure regulating valve 52. This select valve 53 is P.

It has a range of R, N, D, 2.1, and D, 2. The main line 51 is connected to the boat a at the lunge.

This boat a is connected to the rear clutch 2 via a line 54.
Therefore, in each of the forward ranges described above and 2.1, the rear clutch 28a is connected to the rear clutch 28a.
is always kept in a fastened state.

Moreover, the boat a is the first boat. Second. Third. It communicates with fourth control lines 56.57, 58.59.

These control lines 56 to 59 are led to one end of a 1-2 shift valve 61, a 2-3 shift valve 62, a 3-4 shift valve 63, and a lock-up valve 64, respectively. The drain lines are 66 and 67 respectively.
．． 68, 69 are branched and these drain lines 6
6 to 69 respectively open and close. Second. Third. A fourth solenoid 71°72.73.74 is provided. When these solenoids 71 to 74 are OFF, they release the drain lines 66 to 69 to bring the pressure in the corresponding control lines 56 to 5 to zero, but when they are ON, they release the drain lines 66 to 69.
By closing 6 and increasing the pressure in the control lines 56-59, the 1-2 shift valve 61, 2-3 shift valve 6
2.3-4 Move the spools 6Ia, 62a, 63a, and 64a in the shift valve 63 and lock-up valve 64 from the positions shown in the figure by arrows (a), (0), (c), and (d), respectively.
move in the direction.

Port a in the select valve 53 also connects to the 1-2 shift valve 61 via a line 76 branched from the line 54, and the spool 61a is moved in the (a) direction by the working fluid from the first control line 56. When moved to line 77, it also connects to second lock valve 7.
8 and a line 79 to the engagement side port 31a' of the actuator 31a of the second brake 31. As a result, working fluid is supplied to the port 31a', and the second brake 31 is engaged. here,
The second lock valve 78 is connected to a line 80.8 from both ports b and C of the select valve 53 in the D range.
1, and the lines 77 and 79 are kept in communication as shown.
In the 2 range in which port C is closed, working fluid is supplied only from port b, and spool 78a moves downward to connect lines 80 and 79. Therefore, in the 2nd range, the second brake 31 is 1-2.
It will be fastened regardless of the state of the shift valve 61.

Also, port C that communicates with the main line 51 in the D range
is led to the 2-3 shift valve 62 by the line 81 via the one-way throttle valve 82. And said 2-
When the spool 62a of the 3-shift valve 62 is moved in the (B) direction by the working fluid from the second control line 57, it is connected to a line 83, which is further branched into lines 84 and 85, one of which is connected to the second brake 31. The other end reaches the actuator 27a of the front clutch 27.

As a result, the port 31a'' and the actuator 27
Working fluid is supplied to a, the second brake 31 is released, and the front clutch 27 is engaged.

In addition, in the lunge, port d of the select valve 53 communicates with the main line 51, and the working fluid is guided to the 1-2 shift valve 61 via the line 86.
When the spool 61a is in the position shown, the line 8 is
7 to the actuator 36a of the low reverse brake 36. As a result, the low reverse brake 36 is engaged.

Furthermore, in the R range, port e as well as port d
communicates with main line 51 so that working fluid is directed to the 2-3 shift valve 62 by line 88 and via line 83 and line 84, 85 when spool 62a of valve 62 is in the position shown. Release side port 31 of second brake actuator 31a
a” and the actuator 27 of the front clutch 27
This leads to a. As a result, in the R range, the front clutch 27 is engaged together with the low reverse brake 36. In this case, the port a is closed and the rear clutch 28 is released.

The main line 51 is selectively switched to its course by the select valve 53 as described above, and at the same time, the branch line 89
．． 90 to the 3-4 shift valve 63 and the engagement side boat 458' of the actuator 453 of the overdrive brake 45. The line 89 led to the 3-4 shift valve 63 further leads to lines 91 and 92 when the spool 63a of the valve 63 is in the position shown, and one line 91 connects to the actuator 44a of the direct coupling clutch 44. , the other line 92 reaches the release side port 45a I+ of the overdrive brake actuator 45a. Therefore, when the 3-4 shift valve 63 is in the illustrated state, both the engagement side and release side ports 45a' of the overdrive brake actuator 45a.

453'', the overdrive brake 45 is released, and the direct coupling clutch 44 is engaged.Then, the spool 63a of the 3-4 shift valve 63 is connected to the third control line 58. By draining the lines 91 and 92 when moved in the (c) direction by the working fluid, the direct coupling clutch 44 is released and the overdrive brake 45 is engaged.

Furthermore, working fluid is led from the main line 51 to a lock-up valve 64 via a branch line 93 that passes through the pressure regulating valve 52. When the spool 64a of the valve 64 is in the position shown in the figure, it reaches the inside of the torque converter 10 via the line 94,
The lock-up clutch 17 in 0 is disengaged. Then, the spool 64a of the lock-up valve 64 is
By draining the line 94 when moved in the (d) direction by the working fluid from the control line 59,
The lock-up clutch 17 is the torque converter 10
It is fastened by the fluid pressure inside.

In addition to the above configuration, this fluid control circuit includes a cutback valve 95 that stabilizes the oil pressure from the pressure regulating valve 52, and a vacuum throttle that changes the line pressure by the pressure regulating valve 52 according to the magnitude of the intake negative pressure. A valve 96 and a throttle back-up valve 97 that assists the throttle valve 96 are provided at X2+.

Regarding the above configuration, the relationship between each shift solenoid 71 to 73 and the gear position in the D range, the relationship between the solenoid 74 and lockup, and the clutch in each range,
1. The relationship between the operating state of the brakes and the gears is explained separately. Second
．． It is shown in Table 3.

Margin below.

Table 1 Table 2 Next, the electric control circuit of the automatic transmission 1 will be explained using FIG. 3.4.

As shown in FIG. 3, this control circuit 100 is provided with a gear stage determination circuit 101 and a lock-up determination circuit 102, and these circuits 101 and 102 detect the rotation speed of the turbine 14 in the torque converter 10. When the turbine rotation signal a from the turbine rotation sensor 103 detects the opening of the throttle valve in the engine 2 and the throttle opening signal from the throttle opening sensor 104 detects the opening of the throttle valve in the engine 2, the position of the shift lever provided in the automatic transmission 1 is determined. A 2° lunge signal C is input from a shift position sensor 105 that detects the shift position.

In response to these signals a, b, and c, the gear stage determination circuit 101 and the lock-up determination circuit 102 perform gear shift and lockup determination circuits preset according to the turbine rotational speed and throttle opening as shown in FIG. Based on the lock-up map, it is determined whether the driving state is in the shift-up zone, shift-down zone, or hold zone, and whether the driving state is in the lock-up activation or release zone, and the determination result is 1st to 4th speed signal d1 depending on
~d4 and a lockup signal e are output.

Among these signals, 1st to 4th speed signals d1 to d4 are A
The information is input to the solenoid selection map 110 via the ND circuits 106, 107, 108 and the OR circuit 109, and the ON/OFF state of the solenoid corresponding to the gear stage to be set according to Table 1 is read from the map 110. Control signals "1" to "3" are output to the first to third solenoids 71 to 73 shown in FIG. 2 so as to turn them on and off.

As a result, the ON and OFF states of each of the solenoids 71 to 73 are set, and the automatic shift line 1 is controlled to a required gear position according to the operating range. Also, the lock-up signal e is the second
The signal is sent to the fourth solenoid 74 shown in the figure, and the solenoid 74 is turned ON and OFF according to Table 2 to activate or release the lockup depending on the operating range.

However, this l11111 circuit 100 is provided with an idle control circuit 111 in addition to the above configuration. The idle control circuit 111 includes a D range switch (shift position sensor 105 in FIG. 3) that is turned ON when the shift lever is shifted to the D range, as shown in FIG.
) 112), an idle signal from an idle switch 113 that turns on when the accelerator pedal is not depressed, a turbine rotation signal a from the turbine rotation sensor 103, and a foot The first . 2nd brake signal i 1. i2
is input. The D range signal g and the accelerator signal 11 are directly input to the AND circuit 116, and the turbine rotation signal a is converted from a pulse signal indicating the rotation speed to a voltage signal by the F-V converter 117. 118, and the above AND is used as the stop signal a' which becomes 1'' when the turbine rotation speed decreases to an extremely small predetermined rotation speed (for example, 20 ORPM) or less.
It is input to circuit 116. Here, in order to prevent hunting, the comparator 118 outputs an output signal (stop signal) a l at 20 ORPM or less when the rotation speed decreases.
becomes 11111, and when the rotation speed increases, for example, 2
The same steresis operation is performed so that the signal a' becomes 0''' at 8 ORPM or more.
．． Second brake signal i1. iz is applied to the single brake signal i via the OR circuit 119, and then output to the AND circuit 1.
16. Then, from the AND circuit 116,
When the D range signal q, idle signal h, stop signal a' and brake signal i are all "1", that is, the shift lever of the transmission is shifted to the D range and the accelerator pedal is not depressed. In addition, when the vehicle is stopped and at least one of the foot brake and the hand brake is operated, the 4th speed fixed signal j that becomes "1" is output.

This 4th speed fixed signal J is sent to the OR circuit 109 shown in FIG.
It is input together with the speed signal d4, and is inverted to three AND circuits 106' and 107.
It is input together with the speed signals d1 to d3. Therefore, when the 4th speed fixed signal j is O'', the 1st to 4th speed beliefs 1 to d4 according to the determination result by the gear stage determination circuit 101 are input as they are to the solenoid selection map 110, and the The first to third solenoids 71-
73 is activated, but when the 4th speed fixed signal j is 1'', the solenoid is selected as the 4th speed fixed signal j has the same function as the 4th stray signal d4, regardless of the judgment result of the gear position judgment circuit 101. This will be input to the map 110, and accordingly, the first to third solenoids 71 to 73 will operate so that the gear position becomes 4th speed.

As a result, when the vehicle is stopped with the shift lever shifted to the driving range and the engine is in an idling state, if the brakes are applied,
In other words, when the driver intends to continue stopping, the gear of the transmission is switched to 4th gear, and the output of the transmission is accordingly reduced, reducing engine idle vibration that is transmitted to the vehicle body. is reduced. Then, when the brake is released to start the vehicle, the brake signal 1 to 4 is
When the speed fixing signal j becomes O'', the gear is set to 1st speed according to the determination result of the gear stage determination circuit 101.Thereby,
It becomes possible to start smoothly by utilizing the creep phenomenon.

The control circuit 100 that performs the above-described control can be configured, for example, by a microcomputer, and in that case, the control circuit 100 operates according to the flowchart shown in FIG. 6 and subsequent figures. Next, this operation will be explained.

Main Control First, the flowchart of the main control shown in FIG. 6 will be explained. First, the control circuit initializes various states and changes the range set by the shift lever or select valve 53 according to steps A+ and A2. read. If it is set to lunge, execute steps A4-88 from step A3, first release the lockup, and check whether the engine rotation will overrun when downshifting to 1st gear. After confirming this by calculation, if an overrun occurs, shift to 2nd gear, and if not, shift to 1st gear. Also, 2
If the gear is set in the range, steps A3 to A9 are executed, and steps A+o and An are executed to release the lock-up and then shift to second gear.

However, if the setting is other than lunge and 2 ranges, that is, D range, steps A9 to A+ are performed.
2 to determine whether the vehicle is running or stopped. Then, when the vehicle is running, step A
By +3~A1s, shift up Ill will be described later.
, shift-down control and lock-up control are performed, and when the vehicle is stopped, idle vibration countermeasure control in step A16 is performed.

Shift-up control Next, the shift-up control in step A+3 in the above main control will be explained, as shown in FIG.
In this control, first, in step B1, it is checked whether the speed change gear prosthesis 20.40 shown in FIG. do. If the speed is other than 4th, read the current throttle opening according to steps 82 to B5, read out the set turbine rotation speed Tn+ap corresponding to the read throttle opening from the preset and stored shift-up map, and The actual turbine rotation speed Tmap is read and compared with the set turbine rotation speed Tmap. Here, the shift-up map is a set turbine rotation speed T map corresponding to each throttle opening as shown in FIG.
is stored as a shift-up line Mu, and this shift-up line MLI corresponds to the boundary line X between the shift-up zone and the hold zone shown in FIG. and,
The actual turbine rotation speed T is the set turbine rotation speed T ma
If the shift-up flag F1 is 0" when the shift-up flag F1 is larger than p, that is, the operating region is in the shift-up zone shown in FIG. 5 or FIG.
- According to B8, the flag F1 is set to 1'° and the gear stage is shifted up by one gear. The above shift up flag F1 is 1.

This indicates that upshift control was performed at the time of
Therefore, in step B6, the flag F1 is already 1.
'', the control is terminated without upshifting again.Also, in step B5 above, the actual turbine rotation speed is changed to the set turbine rotation speed T map.
If it is determined that it is smaller, follow steps 89 to Bo to multiply the set turbine rotation speed T map by 0.8 to create a new shift up line M 111 shown by a broken line in FIG. 8.
Set.

Then, only when the actual turbine rotation speed T is smaller than the new set turbine rotation speed Tmap corresponding to this line M U l, the shift-up flag F1 is reset to °O'' in preparation for the next shift-up control, and When the actual turbine rotation speed T is larger than the new set turbine rotation speed Tmap, the control is immediately terminated and shifts to downshift control.The control in steps 89 to B11 forms a hysteresis zone and reduces the turbine rotation. This is to prevent so-called chattering, which occurs when several gears are on the shift-up line MU, causing complicated gear changes.

Shift Down Control Also, the shift down control in steps A to M in FIG. 6 is as follows:
The process is executed as follows according to the flowchart of FIG.

First, in step C1, it is confirmed that the transmission gear mechanism 20.40 is in a gear other than 1st gear, that is, in which downshifting is possible, and then the actual throttle opening is read in accordance with steps 02 to C5, and the 10th From the shift down line Md set in the shift down map as shown in the figure, the set turbine rotation speed T corresponding to the throttle opening at that time
Read the map and compare it with the actual turbine rotation speed. Here, the shift down line Md corresponds to the boundary line Y between the hold zone and the shift down zone shown in FIG. Then, when the actual turbine rotational speed T is smaller than the set turbine rotational speed TmaD, that is, when the operating region is in the downshift zone shown in FIG. 5 or FIG. 10, the downshift flag F2 is set to After confirming that OIT has been reset and setting the flag F2 to 1'°, the gear stage is shifted down by one gear. In this case as well, step C6
If the flag F2 has already been set to "1", the control ends. Further, when the actual turbine rotation speed T is larger than the set turbine rotation speed Tmap in step C5, the set turbine rotation speed Tmap is multiplied by 110.8 according to steps 09 to Cn to obtain the output as shown by the broken line in FIG. A new downshift line M(1') is formed, and the actual turbine rotational speed Tmap is compared with the new set rotational speed Tmap corresponding to this line MLI'. Shift down flag F2
is reset to O'' in preparation for the next downshift control.

Lock-up control Furthermore, the lock-up control shown in step A15 in the main control of FIG. 6 is executed according to the flowchart shown in FIG.

In this control, according to steps D1 to D4, the throttle opening degree is read, and the lock-up release line M set in the lock-up map as shown in FIG.
Read the set turbine rotational speed Tll1ap corresponding to the throttle opening at that time from ``O'' and compare this with the actual turbine rotational speed.When the actual turbine rotational speed Tll1ap is smaller than the set turbine rotational speed Tll1ap, that is. When the lockup is in the lockup release zone shown in FIG. 12, the lockup is released in step D5.

The actual turbine rotation speed is the above lock-up release line M.
If it is larger than the set turbine rotation speed T map corresponding to orr, step D6. Or reads the set turbine rotational speed Tmap corresponding to the lockup operation line MOn, which is set by providing a hysteresis zone of a predetermined width on the high turbine rotational speed side of the lockup release line Moff, as shown by the broken line in FIG. Set turbine rotation speed T
Compare the map and the actual turbine rotation number. Then, when T>Tmap, the lock-up operation is controlled in step D8.

However, in the main control shown in FIG. 6, when the shift lever is shifted to the D range and the vehicle is in a stopped state, the idle @ cost countermeasure control in step A16 is performed, but this control is performed as shown in FIG. This is done according to the flowchart shown in .

In other words, when the shift lever is shifted to the D range and the vehicle is stopped as described above, steps E+ and E2 further determine whether or not the accelerator pedal is depressed and whether the brake (foot brake or hand brake) is pressed. It is determined whether or not the brake is in operation, and when the accelerator pedal is not depressed and the brake is in operation, control is performed to shift up the gear stage to 4th speed in step E3. As a result, when the engine is in an idling state and the brake is activated when the vehicle is stopped in the D range, in other words, when the driver's intention to remain stationary is recognized, the gear is shifted up to 4th gear and the engine is activated. The transmission of idle vibration to the vehicle body is reduced. Then, when the brake is released to start the vehicle, the gear position is returned to 1st speed, resulting in a creep phenomenon.

In the above embodiment, the gear stage is shifted up to 4th gear when the predetermined conditions are met in D range, but it may also be shifted up to 3rd gear, for example, or in 2nd range, lunge, etc. If a plurality of gears are provided, the gear may be shifted up to a higher gear when predetermined conditions are met. In short, when stopped in a driving range with multiple gears, when the engine is idling and the brakes are operating, the gear that was previously in 1st gear is switched to high gear. All you have to do is make it .

(Effects of the Invention) As described above, according to the present invention, when a full-sized vehicle equipped with an automatic transmission is stopped with the shift lever in the driving range and the engine is in the idle state, Since the above-mentioned gear is changed to a high gear when the brake is applied, in the above-mentioned stopped state, while the driver is trying to maintain the stopped state, the problem caused by engine idling vibration is always caused by engine idling vibration. The vibration of the vehicle body is reduced, thereby reliably preventing the discomfort caused by the above-mentioned idling vibration when the vehicle is stopped. Further, when the driver's intention to start is recognized, the gear position is immediately returned to first gear, thereby making it possible to start smoothly by taking advantage of the creep phenomenon.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram of the present invention, FIGS. 2 to 13 show embodiments of the invention, FIG. 2 is a configuration diagram showing the mechanical structure and fluid control circuit of an automatic transmission, and FIG. Figure 4 is a circuit diagram showing the electric control circuit, Figure 5 is a characteristic diagram that does not show control characteristics, Figures 6.7, 9, 11. These are the shift-up map, shift-down map, and lock-up map used for control. DESCRIPTION OF SYMBOLS 1... Automatic transmission, 2... Engine, 3... Engine output shaft, 10... Torque converter, 20°ΔΩ
...Shift tooth small four sides 190...Transmission agency switching stage (control circuit), 103...Stop detection means (turbine rotation sensor), 111...Control means (idle control circuit),
112... Traveling range detection means (D range switch)
, '113... Idle detection means (idle switch), 114°115... Brake detection means (foot brake switch, hand brake switch). Figure 4 Akebono L
J Fig. 5 Turbine Oi] Yuanhong (K Bisen J Fig. 9 Fig. 11 v!J

Claims (1)

[Claims] (1) A torque converter connected to the output shaft of the engine, a speed change gear mechanism connected to the output shaft of the torque converter, and a speed change gear that sets a plurality of speeds by switching the power transmission path of the speed change gear mechanism. In an automatic transmission comprising a switching means and a shift lever for manually switching between a plurality of ranges such as a driving range and a neutral range, the driving range detecting means detects that the shift lever is in a driving range, and an accelerator pedal. an idle detection means for detecting that the vehicle is not depressed; a stop detection means for detecting a stop based on a speed signal corresponding to a stopped state of the vehicle;
Braking detection means detects that braking force is being applied to the wheels, and upon receiving output signals from each of the above detection means, detects whether the engine is in an idling state and the wheels are being braked when the engine is stopped in the driving range. 1. A control device for an automatic transmission, comprising: control means for controlling the gear speed switching means to switch the gear speed to a predetermined high speed speed when the vehicle is in a predetermined high speed position.