JP2000329226A - Control device for automatic transmission - Google Patents

Abstract

(57) [Summary] [Problem] To improve drivability by quickly kicking down according to a driver's accelerator work and appropriately outputting a required driving force, while having a simple configuration. SOLUTION: A first automatic transmission characteristic (Dn map) and a manual mode characteristic (Mn map) which are set in advance according to a vehicle speed and a throttle opening degree can be switched in accordance with a driver's command, and a manual mode can be switched. Mode characteristics (M
(n map) is set so as to cause kickdown at a predetermined vehicle speed V0 or higher and at a predetermined high throttle opening θTH2 near the full opening. In addition to excluding the maximum speed ratio (first speed), a switching means is provided on the shift lever to enable easy switching.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a control device for an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, in a control device for an automatic transmission, a shift control is performed by driving a hydraulic mechanism so as to have one of a plurality of speed ratios in accordance with an automatic speed change characteristic preset according to a vehicle speed and a throttle opening. are doing.

[0003] In such a control device, shifting is frequently repeated depending on driving conditions.
JP-A-10-238624 or JP-A-10-10
As proposed in Japanese Patent No. 3496, a control device for an automatic transmission that has a manual (manual) shift characteristic in addition to the automatic shift characteristic and is capable of switching between the two has been proposed.

In Japanese Patent Publication No. 6-58150 and the like, a hold switch (gear position holding switch) is provided on a shift lever in the driver's seat, and when a horde switch is pressed during traveling, the gear position (i. There has been proposed a control device for an automatic transmission that holds the speed ratio.

[0005]

There are cases where a driver kicks down and requests acceleration when traveling on a vehicle, for example, on an uphill or on a highway. It is desirable from the viewpoint of improving drivability to perform gear shift control so as to appropriately output the corresponding driving force according to the driving situation. Since the general automatic shifting characteristic is set to correspond to all driving situations including urban driving, it is an average characteristic for everyone, and it is not possible to sufficiently meet such a demand.

For this purpose, the above-mentioned prior art is proposed. For example, in the technique proposed in Japanese Patent Publication No. 6-58150, a shift is performed when the vehicle speed falls below a predetermined vehicle speed while the gear is held in the manual mode. Although it was down, it was not possible to respond to the driver's kick down request.

Further, when the vehicle is accelerated from low-speed running, the engine speed is excessively low because the gear is held at the high speed, and the starting performance may be reduced. To do so, it was necessary to return to the automatic shift mode. In this case, switching from the holding mode to the automatic transmission mode may cause an unexpected transmission shock.

[0008] In addition, in the technology that can be switched by providing a manual (manual) shift characteristic in addition to the automatic shift characteristic proposed in JP-A-10-238624 or JP-A-10-103496, There was a regret that the configuration became complicated due to the reduction of shocks. In particular,
In the latter case, since the shift map is selected by operating both the manual lever and the shift pattern changeover switch, there is a dislike for demanding a complicated operation from the driver.

Therefore, an object of the present invention is to solve the above-mentioned problem and to quickly output a required driving force by quickly kicking down according to the accelerator work of the driver, while having a simple structure, An object of the present invention is to provide a control device for an automatic transmission that improves drivability.

[0010]

In order to solve the above-mentioned object, according to the present invention, there is provided an automatic transmission for controlling a shift in accordance with an automatic shift characteristic preset according to a vehicle speed and a throttle opening. A switch commanding means for commanding a switch to a manual mode in response to a driver's operation when the shift control is performed in accordance with the automatic shift characteristic; and A shift control means is provided for switching from a characteristic to a predetermined manual mode set in advance and controlling a shift in accordance with the manual mode. The kick in the manual mode characteristic is equal to or higher than a predetermined vehicle speed and at a predetermined high throttle opening near the full opening. It was configured to be set to cause a down.

[0011] The structure of the manual mode is set so that kick-down occurs at a predetermined vehicle speed or higher and at a predetermined high throttle opening near the full-open position. , And the required driving force can be output appropriately and the drivability can be improved. In addition, since a hold function can be obtained at a throttle opening smaller than the above-mentioned throttle opening, a shift shock due to an unexpected kick-down or the like does not occur.

According to a second aspect of the present invention, the automatic speed change characteristic includes a plurality of ranges that can be selected via a shift lever, and the switching means is provided on the shift lever. Are configured to be switchable corresponding to the plurality of ranges.

The switching means is provided on the shift lever, so that the characteristics of the manual mode can be switched corresponding to a plurality of ranges. The kickdown can be quickly performed in accordance with the work, and the required driving force can be appropriately output, so that drivability can be improved. In addition, the characteristics of the manual mode corresponding to each range of the automatic transmission characteristics make it possible to drive at a stable vehicle speed by the characteristics selected by the driver according to the gradient, such as downhill traveling.

According to a third aspect of the present invention, the characteristics of the manual mode are set so that the speed ratio is less than the maximum speed ratio of the automatic speed characteristics.

Since the characteristics of the manual mode are set so as to be lower than the maximum speed ratio of the automatic speed change characteristics, in addition to the above-described functions and effects, it is possible to surely prevent an unexpected speed change. And drivability when driving on snowy roads can be further improved.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A control device for an automatic transmission according to one embodiment of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a schematic diagram showing the entire apparatus.

In the following description, the symbol T indicates an automatic transmission (hereinafter referred to as "transmission"). The transmission T is an internal combustion engine (hereinafter referred to as “engine”) E
Main shaft M connected to a crankshaft 1 via a torque converter 2 having a lock-up mechanism L
And a counter shaft CS connected to the main shaft MS via a plurality of gear trains.

On the main shaft MS, a main first gear 3, a main second gear 4, a main third gear 5, a main fourth gear 6, and a main reverse gear 7 are supported. On the counter shaft CS, a counter first gear 8 meshing with the main first gear 3, a counter second gear 9 meshing with the main second gear 4, a counter third gear 10 meshing with the main third gear 5, A counter fourth gear 11 meshing with the main fourth gear 6 and a counter reverse gear 12 connected to the main reverse gear 7 via a reverse idle gear 13 are supported.

In the above, when the main first speed gear 3 rotatably supported by the main shaft MS is connected to the main shaft MS by the first speed hydraulic clutch C1, the first speed (gear stage) is established. The first-speed hydraulic clutch C1 is
Since the connected state is maintained even when the first to fourth speeds (gear stages) are established, the first-speed counter gear 8 is connected to the one-way clutch CO
Supported via W.

When the second speed gear 4 rotatably supported by the main shaft MS is coupled to the main shaft MS by the second speed hydraulic clutch C2, the second speed (gear stage) is established. When the counter third-speed gear 10 rotatably supported on the counter shaft CS is coupled to the counter shaft CS by a third-speed hydraulic clutch C3, the third speed (gear stage) is established.

In a state where the counter fourth speed gear 11 rotatably supported on the counter shaft CS is connected to the counter shaft CS by the selector gear SG, the main fourth speed gear 6 rotatably supported on the main shaft MS is connected to the fourth gear.
Speed-reverse hydraulic clutch C4R with main shaft M
When coupled to S, the fourth speed (gear) is established.

A counter reverse gear 12 rotatably supported on a counter shaft CS is connected to a selector gear SG.
When the main reverse gear 7 rotatably supported on the main shaft MS is connected to the main shaft MS by the 4-speed / reverse hydraulic clutch C4R in a state where the reverse gear is connected to the counter shaft CS, the reverse gear is established.

The rotation of the counter shaft CS is
Drive wheels W, W of a vehicle (not shown) on which the internal combustion engine E and the transmission T are mounted are transmitted to the differential D via the final drive gear 14 and the final driven gear 15, and then via the left and right drive shafts 16, 16. Is transmitted to

A shift lever 18 is provided near the floor of the vehicle driver's seat (not shown). Shift lever 18
Specifically, as shown in FIG.
0 is movably accommodated in the slot 20a. The shift lever 18 is provided with a manual mode switch (switch command means) 18a formed by a knob button at the top.

When the shift lever 18 is positioned at "D4" in the center of the slot in FIG. 2, a general automatic shift mode is set, and the automatic shift characteristics shown in FIG. 3 (the above-described automatic shift characteristics; hereinafter referred to as "D4 map"). ), The gear (gear ratio) is retrieved from the vehicle speed V and the throttle opening θTH. Although not shown, the gear position is searched according to similar characteristics (referred to as “D3 map”) even at the “D3” position (shift control performed in accordance with these Dn maps is referred to as “automatic shift mode”).

The Dn map, particularly the D4 map, has a margin for hydraulic operation delay at low oil temperature (fully open).
Since it is provided with a shift map point and is set for everyone, the characteristic is set to shift up quickly to 1st, 2nd, 3rd, and 4th. Specifically, up to 1/8 opening, 25 km / h from 1st speed to 2nd speed at 10 km / h
The characteristic is set such that the gear shifts from the second gear to the third gear at h and from the third gear to the fourth gear at 44 km / h.

When the shift lever 18 is in any of the D4, D3, 2, 1 positions, the manual mode switch 1
8a is pressed by the driver, the mode shifts to the manual mode corresponding thereto, and the corresponding 4, 3, 2,
1 is selected. Here, "4" indicates the manual 4-speed mode, "3" indicates the manual 3-speed mode, "2" indicates the manual 2-speed mode, and "1" indicates the manual 1-speed mode.
Means

In the manual four-speed mode, the gear position (gear ratio) is retrieved from the vehicle speed and the throttle opening in accordance with the manual shift characteristics shown in FIG. 4 (the characteristics of the manual mode described above, referred to as "M4 map").

As shown in FIG. 4, in the M4 map,
As compared with the D4 map shown in FIG. 3, the fourth speed range is expanded as the hold range, and the third speed range and the second speed range are also expanded. Also, the first speed (maximum speed ratio) region is deleted.

In the manual third speed mode, a gear (gear ratio) is retrieved from the vehicle speed and the throttle opening in accordance with the manual gear shift characteristic (referred to as "M3 map") shown in FIG. As shown in FIG. 5, in the M3 map, the third speed range is expanded as a hold range, and the first speed (maximum speed ratio) range is deleted as in the M4 map.

In the manual second speed mode, a gear (gear ratio) is retrieved from the vehicle speed and the throttle opening in accordance with the manual speed change characteristic (referred to as "M2 map") shown in FIG. Further, in the manual first speed mode, the shift speed (speed ratio) is searched from the vehicle speed and the throttle opening in accordance with the manual shift characteristics (referred to as "M1 map") shown in FIG.

The Mn map will be described in more detail by taking the M4 map as an example. Since the M4 map also defines the third speed range and the second speed range, for example, the accelerator is depressed from point P1 in FIG. When the throttle opening θTH increases and exceeds θTH1, the gear is shifted down to the third speed.

Next, when the value exceeds the value θTH2 near the fully opened state,
The gear is shifted down to the second speed, so that a desired kick down can be obtained. That is, since it is not necessary to return to the automatic shift mode for kick down, drivability can be improved.

Here, it is desirable that θTH1 is set to be around 6/8 to 7/8, and θTH2 is set to be around 7.5 / 8. This is because the driver usually uses an area of 5/8 or less during normal driving. That is, in daily operation, a region having an opening of 6/8 or more is hardly used.

FIG. 11 to FIG.
FIG. 9 is an actual measurement diagram that measures the frequency of use for each θTH opening when a person travels on a general road, a highway, and a predetermined uphill road. In the figure, the horizontal axis is the throttle opening θTH
The vertical axis indicates the frequency of use (%). FIG. 11 shows an average of about 40 km / h on a general road,
FIG. 12 shows data on an average of about 80 km / h on an expressway, and FIG. 13 shows data on an average of about 30 km / h on a predetermined uphill road.

As is clear from FIGS. 11 to 13,
The upper limit of the throttle opening is a 40/80 (= 4/8) opening, and the usage frequency exceeding the 6/8 opening is not seen in all three types of traveling roads including the ascending road.

Returning to the description of FIG. 4, when the vehicle is stopped from the point P1, the third speed, the second speed, and the second speed as the vehicle speed V decreases.
Since the speed and the gear are shifted down, the engine speed does not excessively decrease and vibration does not occur, and no engine stall or the like occurs, whereby the drivability can be improved. The same applies to the M3 map or the M2 map.

As described above, the Mn map is set so that the kick-down occurs at the predetermined vehicle speed V0 or more and the predetermined high throttle opening θTH2 near the fully opened state as compared with the Dn map. Is set so as to be less than the maximum speed ratio. By setting the gear ratio to be less than the maximum gear ratio, unexpected gear changes can be reliably prevented, and drivability during driving on snowy roads can be improved.

In the automatic shifting mode, the shift lever 18 is used.
7 ranges selectable via, more specifically D4
D4, D1, D2, and D4
Is in any of the D4, D3, 2, 1 positions, and when the manual mode switch 18a is pressed by the driver, the manual mode switch 18a is correspondingly pressed in the manual mode 4, 3, 2, 1
Is configured to be switchable. Therefore, there is no need to provide a kick down switch or the like, and the configuration is simple.

Incidentally, the manual shift characteristic (Mn map) is essentially the same as the automatic shift characteristic (Dn map) in that the gear position is retrieved from the vehicle speed and the throttle opening, similar to the automatic shift characteristic (Dn map). Although not different, in this specification the "manual mode characteristics" or "M
An "n-map" and a mode in which the shift control is performed in accordance therewith is called a "manual mode".

Returning to the description of FIG. 1, a throttle opening sensor S1 is provided near a throttle valve (not shown) disposed in an intake path (not shown) of the engine E, and a throttle opening θTH Is output. A vehicle speed sensor S2 is provided near the final driven gear 15, and outputs a signal indicating the vehicle speed V every time the final driven gear 15 makes one rotation.

Further, a crank angle sensor S3 is provided in the vicinity of the camshaft (not shown), and outputs a CYL signal at a predetermined crank angle of a specific cylinder, a TDC signal at a predetermined crank angle of each cylinder, and a predetermined crank angle. A CRK signal is output for each subdivided crank angle (for example, 15 degrees).

An input shaft speed sensor S4 is provided in the vicinity of the main shaft MS to output a signal each time the main shaft MS makes one rotation, and an output shaft speed sensor S5 in the vicinity of the counter shaft CS. Is provided,
A signal is output each time the counter shaft CS makes one rotation.

Further, a shift lever position sensor S6 is provided in the vicinity of the shift lever 18 mounted on the floor of the driver's seat of the vehicle, and P, R, N, D4, D3, 2, 1 and 7 are provided.
A signal indicating the position selected by the driver among the various positions (ranges) is output.

Further, a temperature sensor 22 is provided at an appropriate position of the transmission T, and an oil temperature (ATF temperature) T
Outputs a signal proportional to ATC.

The output of these sensors S1 and the like is supplied to the ECU
(Electronic control unit).

The ECU includes a CPU 30, a ROM 32, and a RAM.
34, a microcomputer including an input circuit 36 and an output circuit 38. The microcomputer has an A / D converter 40.

The output of the sensor S1 and the like is input to the microcomputer via the input circuit 36, the analog output is converted to a digital value via the A / D converter 40, and the digital output is waveform-shaped. The data is processed through a processing circuit (not shown) such as a circuit and stored in the RAM 34.

The output of the vehicle speed sensor S2 and the CRK signal output of the crank angle sensor S3 are counted by a counter (not shown), and the vehicle speed V and the engine speed Ne are detected. The outputs of the input shaft speed sensor S4 and the output shaft speed sensor S5 are also counted, and the input shaft speed NM and the output shaft speed NC of the transmission are detected.

CPU 30 in the microcomputer
Determines the shift speed (gear ratio), and determines the shift speed from the solenoid SL1 through the output circuit 38 and the voltage supply circuit (not shown).
A desired gear is established by exciting and de-energizing L6, and the operation of the lock-up mechanism L of the torque converter 2 is controlled.

Next, the operation of the control device for an automatic transmission according to the present invention will be described.

FIG. 8 is a flow chart showing the operation. The illustrated program is executed, for example, every 40 msec.

More specifically, the processing shown in FIG. 8 is not based on whether or not the manual mode switch 18a of the shift lever 18 is actually turned on by the driver to select the manual mode, in other words, the chattering. This is the task of confirming that.

In the following, it is determined in S10 whether or not the D4 range of the automatic transmission mode has been selected. The SUREM bit is reset to 0, and the process proceeds to S14, where the manual mode primary flag F.S. Reset the SUREMO bit to 0.

On the other hand, when the result in S10 is affirmative, the program proceeds to S16, in which the manual mode control oil temperature flag F.F. It is determined whether or not the bit (initial value 0) of TMiP is set to 1. Since the bit of this flag has an initial value of 0,
In the first program loop, the result is negated and the process proceeds to S18.
The detected oil temperature (ATF temperature) TATF is set to a predetermined value YTAT.
Compare with MiP (for example, 40 ° C.).

The oil temperature TATF detected in S18 is equal to the predetermined value Y
When it is determined that the flag F.TATMiP or more, the process proceeds to S20, and the flag F. The bit of TMiP is set to 1, and when it is determined that the bit is less than 1, S20 is skipped.

Then, the program proceeds to S22 in which the manual mode primary flag F. When the SUREMO bit is set to the manual mode switch primary input flag F. It is determined whether or not it matches the bit of MMODSW.

When the result in S22 is affirmative, the program proceeds to S24,
Chattering prevention timer (down counter) TMTON
Is set to a predetermined value YTMTON (for example, 20 msec), the process is started, and the routine proceeds to S26, where the manual mode flag F. The bit of SUREM is determined, that is, the selection of the manual mode is determined.

FIG. 9 is a subroutine flowchart showing the operation.

At S100, the manual mode primary flag F. The bit of SUREMO is determined, and if it is 0, the process proceeds to S102 and the manual mode flag F. S
Reset the UREM bit to 0. Resetting the bit of this flag to 0 means that the selection of the manual mode is not determined, and therefore the manual mode control is not performed.

On the other hand, if it is determined to be 1, the routine proceeds to S104, where the manual mode oil temperature control flag F. TM
The bit of iP is determined. If the bit is 0, the process proceeds to S102, and the manual mode control is not performed.
06, and the manual mode flag F. Set the SUREM bit to one. Resetting the bit of this flag to 0 confirms the selection of the manual mode,
This means performing manual mode control.

Returning to the description of the flow chart of FIG.
22 and the manual mode primary flag F. SUREMO bit and manual mode switch primary input flag F. If it is determined that the bits of the MMODSW do not match, the process proceeds to S28, where the timer TM
TON is decremented by a predetermined amount.

Then, the program proceeds to S30, in which it is determined whether or not the value of the timer TMTON has reached zero. If not, the subsequent processing is skipped. Set the SUREMO bit to 1.

That is, in the manual mode, D4 (or D3) is selected in the automatic transmission mode, and when the oil temperature is equal to or higher than the predetermined value YTATMiP, the selection of the manual mode is determined after a predetermined time YTMTON has elapsed. This prevents chattering of the manual mode switch.

Next, a map (characteristic) to be used in the manual mode determined as described above is selected.

FIG. 10 is a subroutine flowchart showing the operation.

The illustrated program is executed every 10 msec. For simplification, the selection of the M2 and M1 maps in the manual mode in the illustrated processing is omitted.

In the following, it is determined whether or not the currently selected range is the automatic transmission mode D4 in S200. If the determination is affirmative, the process proceeds to S202, where the flag F. It is determined whether or not the SUREM bit is set to 1, in other words, whether or not the selection of the manual mode is determined. If the determination is negative, the process proceeds to S204, and the use map (characteristic) SMAP is set to the D4 range of the automatic transmission mode. D for
4 maps (shown in FIG. 3).

Therefore, in this case, the shift speed (gear ratio) is searched from the detected vehicle speed V and throttle opening θTH in accordance with the D4 map, and the CP is set so as to be the searched shift speed.
U30 engages / disengages the corresponding clutch via the hydraulic control circuit O, and performs gear shift control.

On the other hand, if the result in S202 is affirmative, S20
6, the value of the second timer TMHOLD becomes the predetermined value YT
MHOLD4 (for example, 60 ms) or more,
That is, it is determined whether the predetermined time YTMHOLD4 has elapsed. This is also to prevent chattering. This timer is used in another routine (not shown) to The operation is started when the operation of the SW is detected, and the time measurement is started.

When the result in S206 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S208, and the use map (characteristic) SMAP is an M4 map for the manual four-speed mode.

As described above, even in the M4 map shown in FIG. 4, the shift speed is searched from the vehicle speed V and the throttle opening θTH, and the shift control is performed so as to achieve the shift speed as in the case of the D4 map. Similarly, the fourth speed is expanded as a hold area in the M4 map. Therefore, the driver is released from the so-called shift busy in which the shift is frequently repeated.

On the other hand, since both the third speed range and the second speed range are defined, for example, as the accelerator is depressed from the point P1 in FIG. 4 and the throttle opening θTH increases, the throttle opening θTH exceeds θTH1. The shift down to 3rd gear. When the throttle opening θTH further increases to θTH2, the gear is shifted down to the second speed, and a desired kickdown can be obtained.

More specifically, as described above, the throttle opening θTH1 is set to a value close to 6/8 to 7/8, and θ
TH2 is set to an opening near 7.5 / 8, that is, an opening near full opening. As a result, the hold function can be set so as to generate the hold function at a normal throttle opening degree smaller than θTH1, whereby the driver can depress the accelerator pedal in the fully open direction to the third speed, and further depress the accelerator pedal to the second speed. Can be selected.

Regarding the vehicle speed, it is desirable that V0 is set to about 20 km / h and V1 is set to about 30 km / h, so that the range of the 4th speed is expanded as compared with the D4 map shown in FIG.

Therefore, when the vehicle speed is equal to or higher than V0, the driver only needs to depress the accelerator to change to the desired shift speed, that is, from the fourth speed to the third speed.
The shift down from the fourth speed or the fourth speed to the second speed can be obtained, and the drivability at the time of the driver's request for acceleration can be improved.

When further driving force is required due to overtaking or the like, the second speed can be selected, and the driver's driving force request can be properly met, so that drivability can be improved. .

Further, when the vehicle is stopped from the point P1, the vehicle is shifted down to the third speed and the second speed as the vehicle speed V decreases, so that vibration or engine stall due to an excessive decrease in the engine speed occurs. Therefore, drivability can be improved in this respect as well.

Returning to the description of FIG. 10, when the result in S200 is negative, the process proceeds to S210, in which it is determined whether the currently selected range is the automatic transmission mode D3. When the result is affirmative, the process proceeds to S212. Flag F. It is determined whether the bit of SUREM is set to 1 and the selection of the manual mode is determined. If the determination is negative, the process proceeds to S214, and the use map (characteristic) SMAP is set to D in the automatic transmission mode.
There are three maps.

On the other hand, if the result in S212 is affirmative, S21
6, the value of the third timer TMHOLD3 is set to the predetermined value Y
Whether or not TMHOLD3 or more, that is, the predetermined time Y
It is determined whether or not TMHOLD3 has elapsed. If the determination is negative, the subsequent processing is skipped. If the determination is affirmative, the process proceeds to S218, where the detected vehicle speed V is reduced to the predetermined vehicle speed YVNO.
Compare with T4 (for example, 120 km / h).

When it is determined that the vehicle speed V detected in S218 is equal to or lower than the predetermined vehicle speed YVNOT4, the process proceeds to S220, and the use map (characteristic) SMAP is an M3 map (shown in FIG. 5) for the manual third speed mode.

On the other hand, when it is determined that the vehicle speed V detected in S218 exceeds the predetermined vehicle speed YVNOT4, the process proceeds to S208, and the use map (characteristic) SMAP is an M4 map for the manual fourth speed mode.

That is, when the switch to the manual mode is commanded, if the vehicle speed is equal to or less than the predetermined value, the speed ratio (third speed) less than the fourth speed (minimum speed ratio) in the automatic speed change mode.
Performs shift control using a map (characteristic) that is a hold area.

Since the M3 map has characteristics similar to those of the M4 map, the same effects as those described with respect to the M4 map can be obtained. Starting and running at the vehicle can be facilitated, and drivability can be improved.

As described above, this embodiment has a simple structure, but can quickly kick down according to the driver's accelerator work and appropriately output the required driving force, and can achieve drivability. Can be improved.

In this embodiment, as described above, in the control device for an automatic transmission, which performs a shift control in accordance with an automatic shift characteristic (Dn map) preset according to the vehicle speed V and the throttle opening θTH, Switch control means (manual mode switch 18a, CPU 30, S10 to S32, S
100 to S106), and when a command to switch to the manual mode is issued, a shift control means (CP) for switching from the automatic shift characteristic to a predetermined manual mode set in advance and performing shift control in accordance with the manual mode.
U30, S200 to S220), and the characteristic (Mn map) of the manual mode is determined by the predetermined vehicle speed V
0 or more and a predetermined high throttle opening degree θTH near full open
2 was set so as to cause kickdown.

Further, the automatic transmission characteristic is the shift lever 1
8, a plurality of ranges (D4, D3, 2,
1), and the switching means (manual mode switch 18a) is provided on the shift lever, so that the characteristics (Mn map) of the manual mode can be switched corresponding to the plurality of ranges. Configured.

The characteristics of the manual mode (Mn
) Is set so that the speed ratio (first speed) is less than the maximum speed ratio of the automatic speed change characteristic (Dn map).

In the above description, in the characteristic shown in FIG. 4, the shape of the 4/3 shift line may be changed as shown by a broken line a. As a result, when the vehicle speed is equal to or lower than the predetermined vehicle speed V2, such as when traveling uphill or downhill, the third speed range is expanded by operating the throttle.
It is possible to drive the vehicle up and down a slope at a vehicle speed as stable as possible. Further, in the region where the vehicle speed is equal to or higher than V0, stable traveling can be realized even on an ascending road according to the θTH opening.

In the above, when the vehicle is stopped after the M4 map (or M3 map) is selected, the M4 map (or M3 map) once selected is selected.
May be canceled.

It is desirable to provide a display device for notifying the driver of the fact that the vehicle is traveling in the manual mode M4 or M3 mode (map).

[0093]

According to the first aspect of the present invention, since the characteristic of the manual mode is set so as to be kicked down at a predetermined vehicle speed or higher and at a predetermined high throttle opening near full opening, a simple operation is achieved. In spite of the configuration, it is possible to promptly kick down according to the accelerator work of the driver and appropriately output the required driving force, thereby improving drivability.

[0094] This also makes it possible to provide a hold function when the opening is equal to or less than the predetermined degree of opening. As a result, there is no occurrence of a shift shock due to an unexpected kick-down. Therefore, even when the driver is traveling in the 4th speed, the vehicle speed range in which rapid acceleration can be performed with the intention of overtaking only by operating the accelerator pedal can be greatly expanded, and both quietness and acceleration during cruising are optimally balanced. Can be done. Further, a kick down switch can be dispensed with.

According to the second aspect, the switching means is provided on the shift lever, so that the characteristics of the manual mode are configured to be switchable corresponding to a plurality of ranges, so that the configuration is further simplified. However, it is possible to quickly kick down according to the driver's accelerator work and appropriately output the required driving force, thereby improving drivability.

Further, even when engine braking is required, such as when traveling downhill, the driver can select a manual mode of a shift speed corresponding to the automatic shift characteristic consisting of the plurality of ranges and run at a stable vehicle speed. It is possible to improve drivability in that sense.

According to the third aspect of the present invention, the characteristics of the manual mode are set so as to be lower than the maximum speed ratio of the automatic transmission characteristics. Unexpected shifting can be reliably prevented, and drivability when traveling on snowy roads can be further improved.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram generally showing a control device for an automatic transmission according to one embodiment of the present invention.

FIG. 2 is an explanatory perspective view showing details of a shift lever of the apparatus shown in FIG. 1;

FIG. 3 is an explanatory diagram showing a map (characteristic) of a D4 range in an automatic shift mode used in the apparatus of FIG. 1;

FIG. 4 is an explanatory diagram showing a map (characteristic) for a manual four-speed mode used in the apparatus shown in FIG. 1;

FIG. 5 is an explanatory diagram showing a map (characteristic) for a manual three-speed mode used in the apparatus shown in FIG. 1;

FIG. 6 is an explanatory diagram showing a map (characteristic) for a manual second speed mode used in the apparatus of FIG. 1;

FIG. 7 is an explanatory diagram showing a map (characteristic) for a manual first speed mode used in the apparatus shown in FIG. 1;

FIG. 8 is a flowchart showing a manual mode determination operation in the operation of the apparatus in FIG. 1;

FIG. 9 is a subroutine flow chart showing a bit decision operation of a manual mode flag in the flow chart of FIG. 8;
It is a chart.

10 is a subroutine flowchart showing a map (characteristic) selecting operation in the operation of the apparatus in FIG. 1;

FIG. 11 is an actual measurement data diagram that measures the frequency of use for each throttle opening when traveling on a general road.

FIG. 12 is an actual measurement data diagram that measures the frequency of use for each throttle opening when traveling on a highway.

FIG. 13 is an actual measurement data diagram that measures the frequency of use for each throttle opening when traveling on an uphill road.

[Explanation of symbols]

 T automatic transmission (transmission) O hydraulic control circuit E internal combustion engine (engine) ECU electronic control unit 18 shift lever 18a manual mode switch (switch command means) 30 CPU

Claims (3)

[Claims] 1. A control device for an automatic transmission for performing a shift control in accordance with an automatic shift characteristic preset according to a vehicle speed and a throttle opening, comprising: a. Switch command means for commanding a switch to a manual mode in response to a driver's operation when a shift control is performed according to the automatic shift characteristic; and b. When a command to switch to the manual mode is issued,
A shift control means for switching from the automatic shift characteristic to a predetermined manual mode set in advance and performing shift control in accordance with the manual mode; A control device for an automatic transmission, wherein the control device is set so as to cause a kickdown at an opening. 2. The automatic transmission characteristic has a plurality of ranges selectable via a shift lever, and the switching means is provided on the shift lever, so that the characteristics of the manual mode correspond to the plurality of ranges. The control device for an automatic transmission according to claim 1, wherein the control device is configured to be switchable. 3. The control of the automatic transmission according to claim 1, wherein the characteristic of the manual mode is set to a speed ratio less than a maximum speed ratio of the automatic speed change characteristic. apparatus.