JPH0968272A - Shift control device for automatic transmission for vehicle - Google Patents

Abstract

(57) Abstract: A shift control device for an automatic transmission for a vehicle, which can obtain an appropriate feeling of deceleration even if a downshift operating device is operated during a shift by a shift control means. When the downshift midway determination means 164 determines that the downshift is being performed by the shift control means 158 when the downshift switch 77 is operated, the downshift is stopped by the manual downshift stop means 166. The downshift in response to the operation of the shift switch 77 is stopped. As a result, the shift control means 15
Since only the downshift by 8 is executed and the downshifts by the operation of the downshift switch 77 are not repeated, the shift width and the feeling of deceleration do not become excessive, and a deceleration of an appropriate size can be obtained.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission for a vehicle.

[0002]

2. Description of the Related Art An automatic transmission in which a desired gear position is selected from among a plurality of gear positions, and a gear position in which a gear position is automatically switched based on an actual traveling state of a vehicle from a preset gear shift diagram. There is known a shift control device for a vehicle automatic transmission including a control means. As one type of shift control device for such an automatic transmission, there is a shift control device capable of selecting a desired gear by operating an upshift switch or a downshift switch provided on a steering wheel. For example, the shift control device described in Japanese Patent Laid-Open No. 3-258621 is that.

By the way, there are cases where it is desired to manually execute a downshift for various purposes while the vehicle is traveling at the gear selected by the automatic shift operation by the shift control means. For example, when changing lanes to a running lane in order to overrun a vehicle that is following immediately after traveling in an overtaking lane on a highway, execute downshift to match the speed of the traveling vehicle in the running lane. This is the case when deceleration is performed by engine braking.

However, in the above conventional shift control device, an operation for switching from the automatic shift mode to the manual shift mode prior to the manual downshift and an operation for switching from the manual shift mode to the automatic shift mode after the manual downshift are performed. Since the above-mentioned mode switching operation is required for each manual downshift, the operation becomes complicated and a simple driving (easy drive) feeling cannot be obtained.

In contrast to the above, gear shift control means for automatically switching the gear stage based on the actual traveling state of the vehicle from the preset gear shift diagram is provided, and the gear shift control is performed by operating the downshift operating device. When the accelerator pedal is operated, the gear position of the automatic transmission switched by the means is downshifted to the gear position lower by one gear and the gear position lower by one gear is held. There has been proposed a shift control device for an automatic transmission for a vehicle of a type in which the holding of the gear position is released and the automatic shift state is restored by the shift control means. For example, JP-A-61-2
That is what is described in Japanese Patent No. 28151.

[0006]

By the way, in the above-mentioned conventional shift control device, the shift control means is configured to return to the automatic shift state when the return condition that the accelerator pedal is operated is satisfied. When the downshift operating device was operated during a gear shift, a deceleration feeling suitable for the purpose of the operation could not be obtained. For example, if the downshift operating device is operated during the downshift by the shift control means, the shift width becomes excessive and a feeling of excessive deceleration occurs. On the other hand, if the downshift operating device is operated during the upshift by the shift control means, the upshift and the downshift are canceled out, and a deceleration feeling of an appropriate size cannot be obtained.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to obtain an appropriate deceleration feeling even if the downshift operating device is operated during the shift by the shift control means. An object of the present invention is to provide a shift control device for an automatic transmission for a vehicle.

[0008]

The first aspect of the present invention for achieving the above object is to automatically set a gear position based on an actual traveling state of a vehicle from a preset shift map. And the downshift operating device is operated to downshift the gear position of the automatic transmission switched by the gear shift control device to a gear position lower by one gear than that. Down-gear holding means for holding the gear position and automatic resetting means for releasing the holding of the gear position one step below and returning to the automatic gear shift state by the gear shift control means when the vehicle condition satisfies a predetermined return condition. A shift control device for an automatic transmission for a vehicle of a type including: (a) during a downshift by the shift control means when the downshift operation device is operated. Downshift midway determining means for determining whether or not, (b) if the downshift midway determining means determines that the downshift is in progress, a manual operation for stopping the downshift by operating the downshift operating device Downshift stopping means.

[0009]

In this way, if the downshift midway determination means determines that the downshift is being performed by the shift control means when the downshift operating device is operated, the manual downshift is performed. By the stopping means
The downshift by the operation of the downshift operating device is stopped. As a result, only the downshift by the shift control means is executed, and the downshifts by the operation of the downshift operating device are not repeated, so that the shift width and the feeling of deceleration do not become excessive, and the deceleration of an appropriate size is performed. You can feel it.

[0010]

A second aspect of the present invention for achieving the above object is to provide a gear stage based on an actual traveling state of a vehicle from a preset shift map. And the downshift operating device is operated to downshift the gear stage of the automatic transmission switched by the gear shift control device to a gear stage one step lower than that. When the downshift holding means for holding the next lower gear and the vehicle state satisfy a predetermined return condition, the holding of the next lower gear is released and the automatic shift state is restored by the shift control means. A shift control device for an automatic transmission for a vehicle of a type including automatic return means, comprising: (a) during an upshift by the shift control means when an operation of the downshift operation device is performed. Upshift midway determining means for determining whether or not, (b) in the case where the upshift midway determining means determines that the upshift is in progress,
And an upshift stopping means for stopping the upshift by the shift control means and executing the downshift by operating the downshift operating device.

[0011]

With the above arrangement, when the upshift midway determining means determines that the upshift is being performed by the shift control means when the downshift operating device is operated, The upshift canceling means cancels the upshift by the shift control means and executes the downshift by operating the downshift operating device. As a result, only the downshift by the operation of the downshift operating device is executed, and the upshift by the shift control means is not performed repeatedly. Therefore, the shift width and the feeling of deceleration are not offset, and the deceleration feeling of an appropriate size is not canceled. Is obtained.

[0012]

According to another aspect of the present invention, preferably, when the downshift by the operation of the downshift operating device is canceled by the manual downshift canceling means, the upshift by the shift control means is caused by the upshift canceling means. When the downshift is stopped and the downshift is performed by the operation of the downshift operating device, or when the downshift in response to the operation of the downshift operating device is performed by the downshift holding device, the engine brake is applied. Engine braking means for producing an output is provided. With this configuration, the deceleration effect associated with the manual downshift can be suitably obtained.

Preferably, when the downshift by the operation of the downshift operating device is stopped by the manual downshift stopping means, the upshift stopping means stops the upshift by the shift control means and the downshift is performed. When a downshift is performed by the operation of the operating device, or when a downshift in response to the operation of the downshift operating device is performed by the downshift holding means, the lockup clutch engagement for engaging the lockup clutch of the vehicle is performed. A matching means is provided. With this configuration, the lock-up clutch is engaged when the manual downshift is performed, so that the engine braking action is further enhanced.

[0014]

DETAILED DESCRIPTION OF THE INVENTION An embodiment of the present invention will be described in detail below with reference to the drawings.

FIG. 1 is a skeleton diagram showing an example of an automatic transmission for a vehicle which is shift-controlled by a shift control device according to an embodiment of the present invention. In the figure, an output of an engine 10 is input to an automatic transmission 14 via a torque converter 12,
The power is transmitted to drive wheels via a differential gear device and an axle (not shown).

The torque converter 12 is used for the engine 1
Pump impeller 18 connected to crankshaft 16
, A turbine runner 22 connected to the input shaft 20 of the automatic transmission 14, a lock-up clutch 24 directly connecting between the pump impeller 18 and the turbine runner 22, and a one-way clutch 26 that prevents rotation in one direction. And a stator 28 that is in the position.

The automatic transmission 14 includes a first transmission 30 for switching between high and low gears, and a second transmission 32 for switching between a reverse gear and four forward gears. The first transmission 30 includes an HL planetary gear device 34 including a sun gear S0, a ring gear R0, and a planet gear P0 rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0, a sun gear S0, and a carrier. The clutch C0 and the one-way clutch F0 are provided between the sun gear S0 and the housing 41, and the brake B0 is provided between the sun gear S0 and the housing 41.

The second transmission 32 has a first planetary gear unit 36 including a sun gear S1, a ring gear R1, and a planetary gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, Sun gear S2, ring gear R2, and carrier K
2 and a second planetary gear unit 38, which is rotatably supported by the sun gear S2 and a ring gear R2 and is meshed with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3, which are rotatably supported by the sun gear S2. S3 and a third planetary gear set 40 including a planet gear P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 42. Further, a ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and the sun gear S1 and the sun gear S3 are provided.
A clutch C2 is provided between the shaft 2 and the intermediate shaft 44. A band-type brake B1 for stopping rotation of the sun gear S1 and the sun gear S2 is provided on the housing 41.
It is provided in. A one-way clutch F1 is provided between the housing 41 and the sun gear S1 and the sun gear S2.
And the brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 20.

A brake B3 is provided between the carrier K1 and the housing 41, and a brake B4 and a one-way clutch F2 are provided between the ring gear R3 and the housing 41 in parallel. This one-way clutch F
2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

In the automatic transmission 14 configured as described above, for example, according to the operation table shown in FIG. 2, the automatic transmission 14 is switched to one of the first reverse gear and the five forward gears having sequentially different speed ratios. In FIG. 2, a circle indicates an engaged state, a blank indicates a released state, and a ● indicates an engaged state during engine braking.

As shown in FIG. 3, in the intake pipe of the engine 10 of the vehicle, a throttle valve 56 operated by an accelerator pedal 50 and a throttle actuator 54.
Is provided. Also, the rotational speed N _E of the engine 10
Engine speed sensor 58 for detecting the
An intake air amount sensor 60 for detecting the intake air amount Q, an intake air temperature sensor 62 for detecting the intake air temperature T _A , a throttle sensor 64 for detecting the opening degree θ _TH of the throttle valve 56, and rotation of the output shaft 42. Speed N _OUT, that is, vehicle speed V
, A coolant temperature sensor 68 for detecting the coolant temperature T _W of the engine 10, a brake switch 70 for detecting the operation of the brake, an operation position sensor 74 for detecting the operation position P _SH of the shift lever 72, and an input. Axis 20
Rotation speed N _{IN of the} clutch C0
An input shaft rotation sensor 73 that detects _C0 (= turbine rotation speed N _T or input shaft rotation speed N _IN ), an oil temperature sensor 75 that detects the hydraulic oil temperature T _OIL of the hydraulic control circuit 84, and a downshift is executed with priority. A manually operated downshift switch 77 and the like are provided for controlling the engine speed N _E , intake air amount Q, intake air temperature T _A , throttle valve 56 opening θ _TH , and the like.
Vehicle speed V, engine cooling water temperature T _W , brake operating state B
K, the operating position P _SH of the shift lever 72, the input shaft rotational speed N _C0 , the hydraulic oil temperature T _OIL , and a signal indicating the downshift operation are supplied to the engine electronic control unit 76 or the speed changing electronic control unit 78. Has become.

As shown in FIG. 4, the shift lever 72 is operated to a P range, an R range, an N range, a D and a 4 range, a 3 range, a 2 range and an L range located in the front-rear direction of the vehicle. At the same time, the support mechanism is configured to be operated in the left-right direction of the vehicle between the D range and the 4 range and between the 2 range and the L range.

The engine electronic control unit 76 of FIG.
A so-called microcomputer including a PU, a RAM, a ROM, and an input / output interface, and a CPU is a RAM
The input signal is processed according to a program stored in advance in the ROM while utilizing the temporary storage function of, and various engine controls are executed. For example, the fuel injection valve 80 is controlled for controlling the fuel injection amount, the igniter 82 is controlled for controlling the ignition timing, the bypass valve (not shown) is controlled for controlling the idle speed, and the traction control or the cruise control is controlled. For this purpose, the throttle valve 56 is controlled by the throttle actuator 54.

The electronic control unit 78 for shifting is also a microcomputer similar to that described above, and the CPU processes the input signal in accordance with a program stored in the ROM in advance while utilizing the temporary storage function of the RAM. Of each solenoid valve or linear solenoid valve. For example,
The shift electronic control device 78 determines the opening θ of the throttle valve 56.
Command value for or for controlling the accumulator back pressure to generate a throttle pressure P _TH of a size corresponding to the _TH DSLt
Is supplied to the linear solenoid valve SLT and its command value DSL
The control pressure P _SLT corresponding to T is output. In addition, the command value DSLU for controlling the engagement and disengagement of the lock-up clutch 24, the slip amount, the direct control of the brake B3, and the clutch-to-clutch shift is changed to a linear solenoid valve SL.
U, and the control pressure P corresponding to the command value DSLU
Output _SLU . The shift electronic control unit 78 is communicably connected to the engine electronic control unit 76 so that signals necessary for one of the electronic control units are transmitted from the other as appropriate.

Further, the shift electronic control unit 78 determines the gear stage, that is, the shift, of the automatic transmission 14 based on the actual throttle valve opening θ _TH and the vehicle speed V from a shift diagram stored in advance. The gears S1, S2, S
3 is driven, and the solenoid valve S4 is driven when engine braking is generated.

5 and 6 show the hydraulic control circuit 84.
Are shown. In the figure, the 1-2 shift valve 88
And the 2-3 shift valve 90, based on the output pressure of the solenoid valves S1 and S2, when shifting from the first gear to the second gear and from the second gear to the third gear. These are switching valves that are switched during a gear shift, and the numerical value indicating the switching position indicates the gear position. Forward range pressure P _D
Shift lever 72 is in the forward range (D, 4, 3, 2,
L) is a pressure generated from a manual valve (not shown) when being operated to L), and the line hydraulic pressure P _L is used as the original pressure.

When a shift output for switching from the first gear to the second gear is output, the forward range pressure P
_D is supplied to the brake B3 via a 1-2 shift valve 88, a 2-3 shift valve 90, an oil passage L01, a B3 control valve 92, and an oil passage L02. In addition, 94 is a damper for buffering. Further, when the shift output for switching from the second gear to the third gear is output, the forward range pressure P
_D is supplied to the brakes B2 and B2 accumulator 100 through the 2-3 shift valve 90 and the oil passage L03, and at the same time, the hydraulic oil in the brake B3 is changed to the oil passages L02 and B3.
Control valve 92, oil passage L01, 2-3 shift valve 9
0, the return oil passage L04, the pressure adjusting drain through the 2-3 timing valve 98, and the branch oil passage L05 branching from the return oil passage L04 and the B2 orifice control valve 9
It will be drained through 6.

Back pressure chamber 1 of the B2 accumulator 100
00 of _B, the control pressure of the linear solenoid valve SLT P
_SLT is supplied at each shift. Particularly in the case of the clutch-to-clutch shift, that is, the 2 to 3 shift, the control pressure P _SLT supplied to the back pressure chamber 100 _B changes from the initial phase of the inertia phase toward the value at the end of the shift in the clutch-to-clutch shift period. Turbine rotation speed N _T (=
Learning correction is performed so that the rate of decrease of N _IN ) falls within a predetermined target range.

The B3 control valve 92 is connected to the oil passage L0.
Spool valve element 104 that opens and closes between valve 1 and oil passage L02
And the same as the spool valve element 104 with the spring 106 interposed.
Provided at the center and having a diameter larger than that of the spool valve element 104.
The plunger 108 and the spring 106 are housed therein,
When the 2-3 shift valve 90 is switched to the third speed side
Forward range pressure P output from it_DVia oil passage L07
Oil chamber 110 and shaft end of plunger 108
Control pressure P of linear solenoid valve SLU _SLUTo
And a receiving oil chamber 112. Therefore, B3
In the process of establishing the second gear, the control valve 92
Control pressure P of linear solenoid valve SLU_SLUAccording to spoo
Position the valve valve 104 in the open position shown on the left side of the center line.
Perform the first fill early on and then
Supply the hydraulic oil from the oil passage L01 to the oil passage L02, or
Causes the hydraulic oil in the oil passage L02 to flow out to the discharge oil passage L06.
As a result, the engagement pressure P in the brake B3_B3The rise of
From the formula 1, the control pressure P_SLUBased on accumulator
The pressure is directly adjusted like the buffer action by.

[0031]

[ _Equation 1] P _B3 = P _SLU · S ₁ / S ₂

Further, the B3 control valve 92 has a spool valve element 104 centered on the spool valve 104 in accordance with the forward range pressure P _D supplied from the 2-3 shift valve 90 to the oil chamber 110 in a gear position higher than the third gear. Lock it in the open position shown on the left. This is the oil chamber 112 and 2 of the B3 control valve 92.
Since the oil chamber 138 of the −3 timing valve 98 is connected, the volume change of the oil chamber 112 of the B3 control valve 92 is prevented in the second → third speed change state, and the adjustment by the 2-3 timing valve 98 is performed. This is because it does not affect the pressure operation. In Formula 1, S ₁ and S ₂ are cross-sectional areas of the plunger 108 and the spool valve element 104.

The B2 orifice control valve 96 is
Rake B2 and B2 accumulator 100 and oil passage L0
3 and at the same time discharge oil passage L06 and drain
A spool valve 114 that opens and closes between the
Attach the pool valve 114 toward the first drain position.
The spring 116 to be urged and the shaft end of the spool valve 114
Is provided at the control pressure P of the third solenoid valve S3._S33-4 shifts
And an oil chamber 120 which receives the oil through a valve 118.
You. As a result, the third solenoid valve S3 can be used, for example, during a 3 → 2 shift.
Is turned on and its control pressure P_S3Supplied to oil chamber 120
The spool valve 114 prevents the brake
B2 and between B2 accumulator 100 and oil passage L03
Open between them brake B2 and B2 accumulate
Fur that quickly discharges hydraulic oil from the
Stodrain operation is performed. Also in 1 → 2 shift
Is the control pressure of the third solenoid valve S3 when it is turned off.
P _S3Is supplied to the oil chamber 120 so that the B3 control
Operation discharged from the pressure regulating operation of the roll valve 92
A discharge oil passage L06 for discharging oil and a drain port 113
Is opened to adjust the pressure of the B3 control valve 92
Is permitted, but when the 1 → 2 shift is completed, the third solenoid valve S
3 is turned on, the discharge oil passage L06 and the drain port 1
13 is closed by closing B3 control valve
The pressure regulation operation of 92 is stopped.

The 2-3 timing valve 98 is involved in the clutch-to-clutch shifting from the second gear to the third gear, and releases the release pressure from the brake B3 to the linear solenoid valve SL.
It functions as a pressure regulating valve that regulates the pressure from U according to the control pressure P _SLU . That is, the 2-3 timing valve 98 is supplied with the forward range pressure P _D output from the 2-3 shift valve 90 when the 2 → 3 shift is output through the 3-4 shift valve 118 and the solenoid relay valve 122. Supply port 1
24, a drain port 126, a spool valve element 128 that regulates the pressure P _B3 during the drain period of the brake B3 by connecting the oil passage L04 to the supply port 124 or the drain port 126, and a spool valve via a spring 130. A first plunger 132 provided concentrically with the child valve 128 and having the same diameter as the spool valve element 128; and a first plunger 132 provided concentrically with the spool valve element 128 and capable of contacting one end thereof and having a diameter larger than that of the spool valve element 128. Oil chamber that accommodates the second plunger 134 and the spring 130, and receives the forward range pressure P _D output from the 2-3 shift valve 90 when the 2-3 shift valve 90 is switched to the second speed side via the oil passage L08. 136 and an oil chamber 138 which is provided at the shaft end of the first plunger 132 and receives the control pressure P _SLU from the linear solenoid valve SLU. An oil chamber 140 that is provided at the shaft end of the second plunger 134 and receives the hydraulic pressure P _B2 in the brake B2 and a feedback oil chamber 142 that receives the feedback pressure are provided.

Therefore, the sectional area of the spool valve element 128 and the first plunger 132 is S ₃ , and the spool valve element 12 is
8, the land area on the second plunger 134 side is S ₄ ,
When the cross-sectional area of the second plunger 134 and S _5, 2 → 3
Brake B in the release process when the gearshift output is output
The pressure P _B3 of No. 3 decreases according to the increase of the engagement pressure P _B2 of the brake B2 from the mathematical expression 2 by the pressure adjusting operation by the 2-3 timing valve 98, and the control pressure P of the linear solenoid valve SLU is reduced.
_The pressure is adjusted to increase according to the _SLU .

[0036]

## EQU2 ## P _B3 = P _{SLU .S 3} / (S ₃ −S ₄ ) −P _{B2.
S 5 / (S 3 -S 4} )

Further, when the forward range pressure P _D output from the 2-3 shift valve 90 switched to the second speed side is supplied to the oil chamber 136, the 2-3 timing valve 98 causes the spool valve to move. The child 128 is adapted to be locked. This is also the oil chamber 138 of the 2-3 timing valve 98 and B
Since the oil chamber 112 of the third control valve 92 is connected, the change in the volume of the oil chamber 138 of the 2-3 timing valve 98 is prevented in the first speed and the second speed, and the B3 control valve 92 is closed. This is so as not to affect the pressure regulation operation.

[0038] C0 exhaust valve 150, the output pressure P _S4 of the third but brought into the closed position in accordance with the hydraulic pressure in the output pressure P _S3 and the oil passage L01 of the solenoid valve S3, the fourth solenoid valve S4
According to the second speed, the line hydraulic pressure P _L supplied through the spool valve element 152, which is not shown, when the 4-5 shift valve (not shown) is in the switching state of the fourth speed or lower is changed to the second speed. Also, the clutch C0 and the C0 accumulator 154 are supplied at times other than the fifth speed.

FIG. 7 shows an arrangement example of the downshift switch 77. A pair of downshift switches 7 are provided at the left and right positions of the steering wheel 156.
7 are provided. This steering wheel 156
No other switch for shifting by manual operation is provided, and the downshift switch 77 for manually performing downshift operation is arranged alone. Therefore, the rotation angle position of the steering wheel 156 is No matter what the state is, erroneous operation is prevented.

FIG. 8 is a functional block diagram for explaining the main part of the control function of the electronic shift control device 78. In the figure, the shift control means 158 makes a shift determination based on a running state of the vehicle, for example, an actual throttle valve opening θ _TH and a vehicle speed V from a shift diagram stored in advance for an automatic shift, and the determination is made. The shift output for achieving the changed shift is executed. 9 and 10 are a shift line diagram illustrating the 5 → 4 shift down line by a chain line and a shift line diagram illustrating the 4 → 5 shift up line by a solid line. In FIG. 9, when the vehicle state represented by the vehicle speed V and the throttle valve opening θ _TH changes from point A to point B, a downshift is determined and a gear shift output of 5 → 4 is performed.
In FIG. 10, when the vehicle state changes from point C to point D, an upshift is determined and a 4 → 5 shift is output.

The downshift switch 77 functions as a downshift operating device that is manually operated to further downshift from the gear stage of the automatic transmission 14. In response to the operation of the downshift switch 77, the downshift holding unit 160 preferentially shifts the gear stage of the automatic transmission 14 switched by the shift control unit 158 to a gear stage one step lower than that. The gear is shifted to and the gear lower by one is held. For example, when the downshift switch 77 is operated while traveling at the fifth gear, the 5 → 4 shift is executed and the fourth gear is held.
The down-shift holding means 160 moves toward the engine rotation speed N _E toward the value when the one-step lower gear is achieved.
After the shift is increased, the shift control unit 158 shifts the gear from the gear stage of the automatic transmission 14 to the gear stage immediately below the gear stage. If you do this,
Since there is no sudden change in the engine rotational speed N _E due to the end of the shift to the next lower gear, a smooth engine braking action can be obtained as in the case of a constant speed shift in a manual transmission.

The automatic return means 162 releases the holding of the gear stage by the down shift holding means 160 when the vehicle condition satisfies a preset return condition, and the gear stage is automatically switched by the shift control means 158. Automatically return to the automatic shifting state. This automatic return means 162
Automatically shifts to the automatic gear shift state by the gear shift control means 158 when a shift to the same gear as the gear position lower by one gear becomes a vehicle state judged by the automatic gear shift state by the gear shift control means 158. Restore.

The automatic return means 162 is operated by the downshift holding means 160 in order to decelerate the vehicle.
When the gear is downshifted to the lower gear and the gear lower by one gear is held, the shift control means 158 automatically restores the automatic gearshift state when the deceleration travel ends. Further, when the downshift holding means 160 downshifts to the gear step one step lower and the gear step one step lower is held, the automatic return means 162, in order to accelerate the vehicle, When the acceleration running is completed, the shift control means 158 automatically returns to the automatic shift state.

The downshift midway determination means 164 determines whether or not the downshift by the shift control means 158 is in progress when the downshift switch 77 is operated. When the downshift in-progress determination means 164 determines that the downshift is in progress, the manual downshift canceling means 166 operates the downshift switch 77.
The downshift by the downshift holding unit 160 in response to the operation of is stopped.

The upshift midway determination means 168 determines whether or not the upshift by the shift control means 158 is in progress when the downshift switch 77 is operated. When the upshift in-progress determination means 168 determines that the upshift is in the middle of upshifting, the upshift stop means 170 suspends the upshift by the shift control means 158, and downshifts in response to the operation of the downshift switch 77. Perform a shift.

The engine braking action means 172 is operated by the downshift switch 77 when the downshift is stopped by the manual downshift stopping means 166, or by the upshift stopping means 170. When stopped, an output for operating the engine brake is generated to operate the engine brake solenoid valve S4.

The lock-up clutch engaging means 174 is
When the downshift by the operation of the downshift switch 77 is stopped by the manual downshift stopping means 166, or by the upshift stopping means 170,
When the upshift by the shift control means 158 is stopped, the lockup clutch 24 of the vehicle is engaged to further enhance the engine braking action.

FIG. 11 is a flow chart for explaining the main part of the control operation by the electronic shift control device 78, that is, the manual downshift control. In the figure, after input signal processing such as reading an input signal is executed in SA1, S
At A2, it is determined whether or not the downshift switch 77 has been operated to the on side. If the determination at SA2 is negative, this routine is ended, but if the determination is affirmative, at SA3, it is determined whether or not the shift lever 72 is operated to any one of the D range, the 4 range, and the 3 range. To be judged. This SA3 is for determining whether there is room for a downshift by a manual operation.

When the determination of SA3 is negative, this routine is terminated, but when the determination is affirmative, SA4 corresponding to the downshift midway determination means 164 is executed to cause the downshift switch 77 to operate. When the operation is performed, it is determined whether or not the downshift by the shift control unit 158 is in progress. When the determination of SA4 is affirmative, the SA5 corresponding to the manual downshift stopping means 166 is executed to stop the downshift by the SA12 (downshift holding means 160) in response to the operation of the downshift switch 77. However, the downshift by the shift control means 158 is permitted.

Next, the engine braking action means 1
At SA6 corresponding to 72, the solenoid valve S4 for operating the engine brake is operated, and at the same time SA corresponding to the lock-up clutch engaging means 174.
At 7, the lockup clutch 24 is engaged to further enhance the engine braking action, and then this routine is ended.

When the determination at SA4 is negative, the shift control means 158 is in the middle of an upshift when the downshift switch 77 is operated at SA8 corresponding to the upshift midway judging means 168. It is determined whether or not. When the determination of SA8 is affirmative, S corresponding to the upshift stopping means 170
At A9, the upshift by the shift control unit 158 is stopped, and the downshift in response to the operation of the downshift switch 77 is executed.

Next, the engine braking action means 1
At SA10 corresponding to 72, the solenoid valve S4 for operating the engine brake is actuated similarly to SA6, and at SA11 corresponding to the lockup clutch engaging means 174, the lockup clutch 24 is operated similarly to SA7. After being engaged, and the engine braking action is further enhanced, an SA15 automatic return routine described below is executed.

If the determination at SA8 is negative, at SA12 corresponding to the downshift holding means 160, the gear speed at which the engine rotational speed N _E is one step lower than the actual gear step of the automatic transmission 14 is. After being preliminarily increased toward the value when the condition is established, the downshift is performed from the actual gear stage of the automatic transmission 14 to the gear stage one stage lower than that, and the gear stage below that stage is executed. The steps are retained. For example, when the fifth speed gear is selected by the shift control means 158, the 5 → 4 shift is executed and the fourth speed gear is held.

Next, the engine braking action means 1
At SA13 corresponding to 72, the solenoid valve S4 for operating the engine brake is operated similarly to SA6, and at SA14 corresponding to the lockup clutch engaging means 174, the lockup clutch 24 is operated similarly to SA7. After being engaged and the engine braking action is further enhanced, the automatic return routine of SA15 is executed.

SA1 corresponding to the automatic restoration means 162
In 5, the automatic return routine shown in FIG. 12, for example, is executed. In FIG. 12, SA15-1 is SA
It is determined whether the downshift by 9 or SA12 is completed. If this determination in SA15-1 is denied, this routine is ended, but if the determination is affirmative, in SA15-2, the gear stage G _A determined by the automatic shift state by the shift control means 158 is the above-mentioned. It is determined whether or not the actual gear stage G _D downshifted and held by SA9 or SA12 is equivalent to or lower than the actual gear stage G _D. If the determination in SA15-2 is negative, it is determined in SA15-3 whether or not the deceleration travel has ended. The end of this deceleration run is
Whether or not the throttle valve opening θ _TH has increased beyond a predetermined value due to the re-depression of the accelerator pedal 50, or the actual acceleration of the vehicle (obtained from the rate of change of N _OUT )
Is below a reference acceleration that is a function of the vehicle speed V and the actual gear stage G _D.

If both the determinations at SA15-2 and SA15-3 are denied, this routine is ended. If at least one of the determinations is affirmed, SA15-4 is executed.
At this point, the actual holding of the gear stage G _D is released and the shift control means 158 restores the automatic shift state.

As described above, according to the present embodiment, the SA4 corresponding to the downshift midway determination means 164 determines that the downshift switch 77 is operated and the downshift control means 158 is in the middle of downshift. In case of S, S corresponding to the manual downshift stopping means 166 is executed.
By A5, the downshift in response to the operation of the downshift switch 77 is stopped. As a result, only the downshift by the shift control means 158 is executed, and the downshift by the operation of the downshift switch 77 is not repeated, so that the shift range and the feeling of deceleration do not become excessive, and the appropriate size is obtained. The feeling of deceleration is obtained.

Further, according to the present embodiment, the SA8 corresponding to the upshift midway judging means 168 judges that the shift control means 158 is in the middle of upshifting when the downshift switch 77 is operated. If it does, SA9 corresponding to the upshift stopping means 170
Thus, the upshift by the shift control means 158 is stopped and the downshift in response to the operation of the downshift switch 77 is executed. As a result, only the downshift by the operation of the downshift switch 77 is executed, and the upshift by the shift control unit 158 is not performed repeatedly. Therefore, the shift width and the feeling of deceleration are not offset, and the deceleration of an appropriate amount is performed. You can feel it.

Further, according to this embodiment, when the downshift by the operation of the downshift switch 77 is stopped by the SA5 corresponding to the manual downshift stopping means 166, the SA9 corresponding to the upshift stopping means 170.
Thus, when the upshift by the shift control means 158 is stopped and the downshift by the operation of the downshift switch 77 is executed, or the SA12 corresponding to the downshift holding means 160 responds to the operation of the downshift switch 77. When the downshift is executed, engine braking action means 172 (SA6, SA1
0, SA13), an output for operating the engine brake is generated, so that the deceleration effect due to the manual downshift is suitably obtained.

Further, according to this embodiment, when the downshift by the operation of the downshift switch 77 is stopped by the SA5 corresponding to the manual downshift stopping means 166, the SA9 corresponding to the upshift stopping means 170.
Thus, when the upshift by the shift control means 158 is stopped and the downshift by the operation of the downshift switch 77 is executed, or the SA12 corresponding to the downshift holding means 160 responds to the operation of the downshift switch 77. When the downshift is executed, the lockup clutch engaging means 174 (SA7, S
Since the lockup clutch 24 is engaged by A11, SA14), the engine braking action is further enhanced.

Further, according to this embodiment, as shown in FIG. 7, the vehicle is provided with the steering wheel 156 having only the downshift switch 77 as an operating device for manually shifting the automatic transmission 14. result,
Since the steering wheel 156 is not provided with another operating device for gear shifting operation, it is possible to eliminate the mistaken operation of another operating device for a manual gear shift while the steering wheel 156 is rotating. .

Further, according to this embodiment, in the SA 12 corresponding to the downshift holding means 160, when shifting the gear stage of the automatic transmission 14 to the next lower gear stage,
Since the engine rotation speed is increased toward the value after the lower gear is established, the gear shift of the automatic transmission 14 is switched to the gear lower by one, so that the constant speed in the manual transmission is changed. Similar to the shift, there is an advantage that a smooth engine braking action can be obtained.

Further, according to this embodiment, the automatic return means 1
In SA15 corresponding to 62, when the shift to the same gear as the gear one step below the gear of the automatic transmission 14 becomes the vehicle state judged by the automatic shift state by the shift control means 158, The automatic transmission is automatically returned to the automatic transmission state by the transmission control means 158. Therefore, the automatic transmission is automatically returned from the state in which the gear position one step lower is held. The occurrence of unnecessary upshift gear shift 14 is eliminated.

Further, according to the present embodiment, the automatic resetting means 1
In SA15 corresponding to 62, since automatic return is not performed until the deceleration traveling of the vehicle is completed, there is an advantage that the deceleration effect that is the operation purpose of the downshift switch 77 can be sufficiently obtained.

Although one embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be implemented in other modes.

For example, in the embodiments shown in FIGS. 11 and 12, the flow chart may be modified or the order of steps may be rearranged within a range in which the operation for achieving the intended purpose is obtained.

In the automatic return routine (SA15) of the above-described embodiment, the automatic return is executed when any of a plurality of types of automatic return conditions are satisfied.
The automatic return may be executed when all of these plural types of automatic return conditions are satisfied. For example, in FIG. 12, the determination of SA15-2 and SA15-3
SA15-4 may be executed when both of the determinations in step 1 and 2 are affirmed, and the routine may be terminated when at least one of the determinations is negative.

Although the downshift switch 77 is provided on the steering wheel 156 in the above-described embodiment, it may be provided at another place such as the steering column.

Although not illustrated one by one, the present invention can be carried out in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of an automatic transmission for a vehicle in which a gear position is controlled by a shift control device according to an embodiment of the present invention.

FIG. 2 is a table showing a relationship between a combination of operations of a plurality of frictional engagement devices and a gear established by the combination in the automatic transmission of FIG. 1;

FIG. 3 is a block diagram including a hydraulic control circuit and an electric control circuit for controlling the automatic transmission of FIG. 1;

FIG. 4 is a diagram illustrating an operation position of a shift lever of FIG. 3;

5 is a diagram illustrating a main part of the hydraulic control circuit of FIG.

FIG. 6 is a diagram illustrating a main part of the hydraulic control circuit of FIG. 3;

7 is a diagram showing an arrangement example of a downshift switch of FIG. 3 on a steering wheel.

8 is a functional block diagram for explaining a main part of a control function of the shift electronic control device of FIG. 3;

9 is a diagram for explaining a downshift shift diagram used in the shift control means of FIG. 8. FIG.

10 is a diagram illustrating an upshift shift diagram used in the shift control means of FIG. 8. FIG.

11 is a flowchart illustrating a main part of a control operation of the electronic shift control device of FIG.

FIG. 12 is a flowchart illustrating the automatic return routine of FIG.

[Explanation of symbols]

 14: automatic transmission 77: downshift switch (downshift operation device) 158: shift control means 160: downshift holding means 162: automatic return means 164: downshift midway determination means 166: manual downshift stop means 168: upshift Midway determination means 170: Upshift stopping means 172: Engine braking action means 174: Lockup clutch engagement means

Claims (2)

[Claims] 1. A shift control means for automatically shifting a gear position based on an actual traveling state of a vehicle from a preset shift diagram, and a shift control means for shifting by operating the downshift operating device. When the downshift holding means for downshifting the gear stage of the automatic transmission to the gear stage one step lower than that and holding the gear stage one step lower, and the vehicle condition satisfy a predetermined return condition,
A shift control device for an automatic transmission for a vehicle, comprising: an automatic return means for releasing the holding of the gear position one step lower and returning the automatic shift state by the shift control means. When the operation is performed, the shift control means determines whether or not the downshift is in progress, and the downshift midway determination means determines that the downshift is in progress. And a manual downshift stopping means for stopping a downshift by operating the downshift operating device, the shift control device for an automatic transmission for a vehicle. 2. A shift control means for automatically shifting a gear position based on an actual traveling state of a vehicle from a preset shift diagram, and a shift control means for shifting by operating the downshift operating device. When the downshift holding means for downshifting the gear stage of the automatic transmission to the gear stage one step lower than that and holding the gear stage one step lower, and the vehicle condition satisfy a predetermined return condition,
A shift control device for an automatic transmission for a vehicle, comprising: an automatic return means for releasing the holding of the gear position one step lower and returning the automatic shift state by the shift control means. When the above operation is performed, the upshift midway judging means for judging whether or not the upshift is being performed by the shift control means, and when the upshift midway judging means judges that the upshift is in progress, A shift control device for an automatic transmission for a vehicle, comprising: an upshift canceling device that cancels an upshift by the shift control device and executes a downshift by operating the downshift operating device.