JPH10103492A - Automatic transmission control device - Google Patents

Abstract

(57) [Summary] [Problem] A driver feels strange when changing the setting of a shift range. In addition, the operability of setting the shift range is poor. SOLUTION: By operating a shift lever device 5, a reference shift range which is a reference in setting a shift range is set. Further, by operating the cutting mechanism 7, the actual shift range that is actually set is changed while the setting state of the reference shift range is maintained. Here, T-ECU3
In the state where the reference shift range is set as the actual shift range, when the cutting mechanism 7 is operated, the shift speed one stage lower than the currently set shift speed becomes the highest shift speed, Change the actual shift range. Further, the highest actual shift range that can be set by the cutting mechanism 7 is limited to the reference shift range.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission control device which determines a maximum gear position in accordance with a set shift range and changes the gear position in accordance with a running state, and more particularly to a shift control system using a plurality of operating means. The present invention relates to an automatic transmission control device capable of setting a range.

[0002]

2. Description of the Related Art Conventionally, the operability of an automatic transmission has been improved,
There is a need for easier driving of vehicles. In order to respond to such a demand, a control device provided with another operation means in addition to the shift lever has been proposed as an operation means for setting a shift range. Such an apparatus is disclosed, for example, in FIG. 3 of JP-A-5-196118.

In the device disclosed in the publication, a first means for setting a shift range is a shift lever device.
The shift lever is moved along the shift lane by the driver's operation. In the shift lane, positions corresponding to each shift range such as a D range and a three range are defined. For example, when the shift lever is located at the position of the D range, the D range is set. And
Within the range of the D range, that is, between the first gear and the fourth gear, a shift change (change of the gear position) according to the traveling condition is performed.

[0004] A second means for setting the shift range is a push button switch provided at the center of the steering wheel. A switch for a down range and a switch for an up range are provided, and each switch is connected to an electronic control device that controls the transmission. The depression of the switch by the driver is electrically detected by the electronic control unit. Then, each time the switch is depressed once, the electronic control unit changes the setting of the shift range upward or downward by one range. For example, the driver moves the shift lever to set the D range. Then, by depressing the switch, the shift range is changed to the D range,
Change to 3 ranges, 2 ranges, and 3 ranges sequentially.

Thus, the driver can change the shift range by depressing the switch. The driver does not have to perform the conventional operation of the shift lever, that is, the operation of visually confirming where the shift lever is and moving the shift lever to a desired position. Therefore, the driver can easily set the shift range.

[0006]

In the above apparatus, the shift range is changed one by one in response to the depression of the switch. And, as explained below,
The improper setting of the shift range sometimes gives the driver an uncomfortable feeling. Here, a case where the automatic transmission to be controlled is a 5-speed type will be described as an example.

For example, it is assumed that the D range is set by operating the shift lever, and that the vehicle is running at the third speed. When the vehicle enters the downhill road, the driver depresses the down-range switch in order to use the engine brake, that is, to travel in the second speed. However, the down range from the D range to the 4 range is performed according to the switch operation, but the third speed is still set. In this case, the driver has to depress the switch for the down range three times to change the shift range to four ranges, three ranges, and two ranges.

[0008] Generally, the driver operates the down-range switch to down-shift in order to use the engine brake. However, in the conventional device, as in the above example, the driver has to operate the switch several times, and there is a possibility that the operability is reduced.

The above-mentioned Japanese Patent Application Laid-Open No. 5-196118 describes
The publication also discloses a configuration in which the downshift is executed together with the downrange in response to the depression of the downrange switch. According to this configuration, a downshift desired by the driver is performed. However, as shown in the following example, the driver feels strange.

For example, as described above, it is assumed that the D range is set by operating the shift lever, and the vehicle is running at the third speed. When the driver depresses the switch for the down range, the down range to 4 ranges,
A downshift to the second speed is performed. However, in the four ranges after the down range, shift changes up to the fourth speed are allowed. Therefore, immediately after the downshift to the second speed, the upshift to the third speed is performed again. After all, the driver not only cannot use the engine brake but also feels uncomfortable due to frequent shift changes.

As described above, in the conventional device,
The improper setting for changing the shift range may give the driver a sense of incongruity. And
There is room for improvement to make the operation of the means for setting the shift range easier.

SUMMARY OF THE INVENTION It is an object of the present invention to provide an automatic transmission control apparatus which can cope with the above-mentioned problem, facilitates operation of a means for setting a shift range, and does not give a driver an uncomfortable feeling.

[0013]

[Means for Solving the Problems]

(1) The present invention provides an automatic transmission control device that determines a maximum shift speed according to a set shift range and changes the shift speed according to a traveling state. A first operating means for setting, and a second operating means for changing an actually set actual shift range while holding the setting state of the reference shift range, wherein the reference shift range is set as the actual shift range. When the second operating means is operated from the state in which the
In accordance with an instruction from the operating means, the actual shift range is changed to a shift range in which the shift stage below the predetermined shift stage is the highest shift stage.

Here, for example, the first operating means is a shift lever, and the reference shift ranges are D range, four ranges,
This is a shift range such as three ranges. Further, the change of the actual shift range by the second operating means may be performed for only one reference shift range, or may be configured to be performed for a plurality of reference shift ranges.

In the device having the above configuration, when the second operating means is operated from the state where the reference shift range is set as the actual shift range, the second operating means is set based on the actual gear set at that time. The actual shift range is changed to the shift range in which the shift speed below the predetermined shift speed becomes the highest shift speed in accordance with the instruction from the control unit. The highest gear in the actual shift range after the change is lower than the current gear by a predetermined gear. Therefore, the downshift is reliably performed along with the range change. When the driver operates the second operating means in hope of the downshift, the driver can surely set a shift speed lower than the current shift speed. That is, the request (downshift) is not achieved despite the operation of the second operation means. In this way, the operation of setting the shift range is facilitated, and the user does not feel uncomfortable at the time of the operation.

(2) Further, according to the present invention, an automatic transmission control device that determines a maximum gear position according to a set shift range and changes the gear position according to a running state is provided. A first operating means for setting the reference shift range, and a second operating means for changing the actual shift range actually set while maintaining the setting state of the reference shift range. The maximum real shift range that can be set is limited to the reference shift range.

By prohibiting the operation of the second operating means from setting an actual shift range higher than the reference shift range, the first operating means is controlled with priority over the second operating means, and the driver's Operability is improved.

In one embodiment of the present invention, the highest gear in the reference shift range is set by a mechanical setting means, and the second gear is changed according to the traveling state and the second gear is changed.
The setting of the actual shift range by the operating means is set by setting means including electric means.

In this configuration, if the electrical means fails, the actual shift range cannot be changed by the second operating means. Further, it is not possible to change the gear position according to the traveling conditions within the set range. However, even in this case, by using the mechanical setting means, the highest gear in the reference shift range can be set and the vehicle can be driven.

[0020]

BEST MODE FOR CARRYING OUT THE INVENTION

Embodiment 1 Hereinafter, an automatic transmission control device according to an embodiment of the present invention will be described with reference to the drawings.

The automatic transmission to be controlled by this device is as follows:
Equipped with a torque converter and a planetary gear mechanism, 5 forward speeds,
The first reverse speed is set.
The planetary gear mechanism is provided with a plurality of friction engagement devices such as clutches and brakes, and further provided with servo means for operating each friction engagement device. By operating each friction engagement device according to the supply of hydraulic pressure to the servo means, a shift change from the first gear to the fifth gear is performed. In the first to third speeds, the operation of each friction engagement device switches whether or not to transmit reverse driving force from the axle side to the engine. In accordance with this switching, the state where the engine brake works and the state where it does not work are switched. In the fourth speed and the fifth speed, the engine brake is always applied.

FIGS. 20 to 22 show an example of the configuration of such an automatic transmission and a hydraulic control device for controlling the same. First, a detailed configuration of the automatic transmission and the hydraulic control device will be described with reference to these drawings.

As described above, the automatic transmission has five forward speeds.
One reverse gear can be set, and an example of the gear train is shown in FIG. In FIG. 20, the automatic transmission A is connected to the engine E via a torque converter 113. This torque converter 113
A pump impeller 115 connected to a crankshaft 114 of the engine E, a turbine runner 117 connected to an input shaft 116 of the automatic transmission A, and a pump impeller 1
The clutch includes a lock-up clutch 118 that connects between the turbine runner 15 and the turbine runner 117, and a stator 120 that is prevented from rotating in one direction by a one-way clutch 119.

The automatic transmission A has a high and a low
The transmission includes a sub-transmission portion 121 for switching gears and a transmission portion 122 for switching between a reverse speed and four forward speeds. The sub transmission unit 121 includes a sun gear S0, a ring gear R
0, a planetary gear set 123 comprising a pinion P0 rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0, and a clutch C0 provided between the sun gear S0 and the carrier K0.
And a one-way clutch F0 and a brake B0 provided between the sun gear S0 and the housing 129.

The main transmission section 122 is a first planetary gear train 124 comprising a sun gear S1, a ring gear R1, and a pinion 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, a second planetary gear set 125 comprising a pinion P2 rotatably supported by the sun gear S2 and the ring gear R2, and rotatably supported by the sun gear S3, the ring gear R3 and the carrier K3. And a third planetary gear set 126 including a pinion P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, and the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3
Is connected to the output shaft 127. Also, the ring gear R
2 is integrally connected to the sun gear S3. And
A first clutch C1 is provided between ring gear R2 and sun gear S3 and intermediate shaft 128, and a second clutch C2 is provided between sun gear S1 and sun gear S2 and intermediate shaft 128.
Is provided.

As a braking means, a sun gear S1
A first brake B1 in the form of a band for stopping rotation of the sun gear S2 is provided on the housing 129. A first one-way clutch F1 and a brake B2 are provided in series between the sun gear S1 and the sun gear S2 and the housing 129. The first one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in a direction opposite to the input shaft 116.

A third brake B3 is provided between the carrier K1 and the housing 129.
A fourth brake B4 and a second one-way clutch F2 are provided in parallel between the first housing B and the housing 129. The second one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.
The clutches C0, C1, C2, the brakes B0, B1,
B2, B3 and B4 are hydraulic friction engagement devices in which friction materials are engaged by the action of hydraulic pressure.

Then, the clutch C in the auxiliary transmission portion 121
C0 sensor 1 for detecting the rotation speed of 0, that is, the input rotation speed
30 and a C2 sensor 131 for detecting the rotation speed of the second clutch C2 in the main transmission section 122. Note that these sensors 130 and 131 are connected to an electronic control unit for an automatic transmission described later.

In the automatic transmission A, five forward speeds and reverse speeds can be set, and the engagement and disengagement states of the respective friction engagement devices for setting these shift speeds are shown in FIG. This is shown in the engagement operation table. In FIG. 21, the mark を indicates the engaged state, the mark ◎ indicates that the engagement does not affect the torque transmission, the mark 係 合 indicates the engagement for applying the engine brake, and the blank indicates the released state. Show.

A hydraulic circuit shown in FIG. 22 is provided in the hydraulic control device for setting the respective shift ranges and shift speeds shown in FIG. 21 described above. That is, the manual valve 140 that receives the supply of the line pressure PL according to the throttle opening degree
And between the hydraulic servo means of each friction engagement device described above,
1-2 shift valve 141 for controlling the supply and discharge of the control pressure PC to the fourth brake B4 for the first speed engine brake, and 2 for controlling the supply and discharge of the drive range pressure PD to the second brake B2 for achieving the third speed. -3 shift valve 142, first brake B for third speed engine brake
A 3-4 shift valve 143 for controlling the supply and discharge of the control pressure PC to and from the first clutch and the supply and discharge of the drive range pressure PD to and from the second clutch C2 for achieving the fourth and fifth speeds;
A 4-5 shift valve 144 for switching the supply of the line pressure PL to the brake B0 and the clutch C0 is provided.

Further, drive range pressure (D range pressure)
A pressure control valve 145 that generates a control pressure PC by adjusting a signal pressure output from the linear solenoid valve SLN during gear shifting while using the pressure as an original pressure, and an engine brake relay valve that switches supply and discharge of the control pressure PC to the 2-3 shift valve 142. 146, a C0 exhaust valve 147 for switching supply / discharge of the line pressure PL to / from the clutch C0 via the 4-5 shift valve 144 is provided.

The first shift solenoid valve SOL
1 outputs a signal pressure for switching the 2-3 shift valve 142, the second shift solenoid valve SOL2 outputs a signal pressure for switching the 1-2 shift valve 141, and the third shift solenoid valve SOL3 outputs 1-. 2-shift valve 141
And outputs a switching signal pressure to the C0 exhaust valve 147 via the. The fourth shift solenoid valve SOL4 is an engine brake relay valve 1
A switching signal pressure is output to the pressure control valve 46 and the C0 exhaust valve 147, and the linear solenoid valve SLN outputs a pressure control signal pressure to the pressure control valve 145. Further, an accumulator is attached to the friction engagement devices other than the first brake B1 and the fourth brake B4.

The configuration and function of each part described above will be described in more detail. The manual valve 140 is connected to a shift lever as a first range operating mechanism (not shown) by mechanical means such as a cable, and is connected to a spool which is interlocked with the shift lever. A line pressure PL is supplied from an input port 148 and the spool 1
According to the sliding position of 49, the input port 148 is connected to each output port for output. Specifically, in the D position, output is made only from the D range port 150,
In addition, in the “3” position, the signal is output from the “3” range port 151. In the “2” position, the output is further “2”.
The signal is output from the range port 152 and further output from the L range port 153 in the L position. On the other hand, in the R position, the R range port 15
4, the output port is closed in the N position, and the input port 148 is connected to the drain port EX in the P position. In the automatic transmission A, the "4" range can be selected. This is a shift range in which the fifth speed, which is the highest speed, is prohibited. It rotates about the center, and the hydraulic pressure is output from the “2” range port 152.

Next, the pressure control valve 1
Numeral 45 has a spool and a plunger pressed in one direction by a spring.
The pressure is regulated by the output signal of the linear solenoid valve SLN, and the control pressure PC is supplied to the 2-3 shift valve 142 via the engine brake relay valve 146.

The engine brake relay valve 146 is
A switching valve comprising a spool and a plunger pressed in one direction by a spring, wherein a "2" range pressure is applied to the plunger and a linear solenoid valve SL
The signal pressure of N is applied to the spool, the control pressure PC is supplied to the 2-3 shift valve 142 by any hydraulic pressure, and the 2-3 shift valve 14 is released by releasing the hydraulic pressure.
The discharge of the control pressure PC from 2 is switched.

The 2-3 shift valve 142 is a switching valve provided with a spool pressed in one direction by a spring.
Signal pressure and L of first shift solenoid valve SOL1
The supply of the control pressure PC to the 3-4 shift valve 143 and the 1-2 shift valve 141 is switched by the application of the range pressure, and the D range pressure oil passages L1a and L1.
b and the drain is switched.

The 1-2 shift valve 141 is a switching valve provided with a spool pressed in one direction by a spring.
The fourth control pressure PC is controlled by the signal pressure of the second soft solenoid valve SOL2 and the oil pressure from the oil passage L1a.
Switching between the supply to the brake B4 and the exhaust pressure from the brake B4, and the third shift solenoid valve SOL
3 to the oil passage LS32 and the oil passage LS32
And switching from discharge to

The 3-4 shift valve 143 is a switching valve provided with a spool pressed in one direction by a spring via a piston, and is a second shift solenoid valve SOL2.
Supply of the signal pressure of the third shift solenoid valve SOL3 from the oil passage LS3 to the 4-5 shift valve 144 via the oil passage LS34 by the oil pressure from the oil passage L1b and the oil pressure from the oil passage L3. Shut off, oil path L of oil path L1a
It controls the communication and cutoff with 1e, the supply of the control pressure PC to the first brake B1, and the exhaust pressure from the brake B1.

The 4-5 shift valve 144 is a switching valve provided with a spool pressed in one direction by a spring.
The line pressure PL is switched between supply and discharge to the C0 exhaust valve 147 by the signal pressure from the oil passage LS34 and the oil pressure of the oil passage L2, and supply to the brake B0 via the oil passage LL1 and discharge from the brake B0. And control. C
The 0 exhaust valve 147 is a switching valve including a spool 155 and a plunger 156 that are pressed in one direction by a spring. 3
With the signal pressure of the solenoid valve SOL3 and the oil pressure of the oil passage L1d, the line pressure PL via the 4-5 shift valve 144 is supplied to the clutch C0 via the oil passage LL3 and discharged from the clutch C0. ing.

In the hydraulic control device configured as described above, in the illustrated neutral position, the line pressure PL is supplied to the clutch C0 via the 4-5 shift valve 144 and the C0 exhaust valve 147. Since the oil passage passing through the valve 140 is shut off, the hydraulic pressure of the first clutch C1 is drained. In addition, the deviation of the position sandwiching the center line of each valve in the figure indicates the limit position of the spool displacement, and particularly for each shift valve, numbers are distributed to the left and right of the center line,
The position corresponds to the gear position.

According to the above-described hydraulic control device, the range pressure is controlled by electronic control corresponding to the vehicle speed and the engine load (for example, the throttle opening) in accordance with the selection of the position of the manual valve 140 accompanying the manual operation of the shift device. Pressure adjustment and each shift solenoid valve SOL1, -SOL3
Are ON / OFF controlled to set each shift speed. That is, each clutch and brake are controlled as shown in FIG. 21 to set each shift speed in relation to the one-way clutch (OWC), and output of the signal pressure accompanying ON / OFF of the fourth solenoid valve SOL4. Thus, an engine (E / G) brake state can be obtained.

For example, when the signal pressure is output from the fourth solenoid valve SOL4 in the state where the third speed is set in the D range, the spool of the engine brake relay valve 146 is moved to the position shown in the left half of FIG. As a result, the control pressure PC using the D range pressure as the original pressure is
3-4 shift valve 14 via 3 shift valve 142
3 from which hydraulic pressure is supplied to the first brake B1 to be engaged. That is, the engine brake is activated in the third speed.

When the fourth solenoid valve SOL4 outputs a signal pressure in the second speed state of the D range, hydraulic pressure is supplied to one end of the spool of the C0 exhaust valve 147, and the spool is moved to the left half of FIG. , The line pressure PL supplied via the 4-5 shift valve 144 is supplied to the clutch C0 in the auxiliary transmission portion 121, which is engaged to apply the engine brake at the second speed. it can.

Further, when the fourth solenoid valve SOL4 outputs a signal pressure at the first speed in the D range, the engine brake relay valve 146 is output as in the case of the third speed described above.
The control pressure PC is output to the 2-3 shift valve 142, and the control pressure PC is further supplied from the 2-3 shift valve 142 to the 1-2 shift valve 141, from which the control pressure PC is sent to the fourth brake B4. Engage. That is, the engine brake can be applied at the first speed.

Each of the first to fifth speeds is defined by the following:
First to third shift solenoid valves SOL1,.
SOL3 is controlled by ON / OFF control, and the shift pressure is set by appropriately switching each of the shift valves 41 to 44 according to the output pressure. This is the same as in the conventional apparatus, and is easily known from the hydraulic pressure in FIG. By the way.

As described above, in the above-mentioned automatic transmission A, each gear can be electrically controlled and set.
The engine brake at the lower gear speed can be set by electrically controlling the fourth solenoid valve SOL4. Utilizing such a function, the range control device according to the present invention is configured to electrically switch the forward range. In the control device described below,
Parking (P) range, reverse (R) range, neutral (N) by mechanical control or electric control described later.
A range and the following forward range are set; (1) D range: a shift speed is set in a range from the first speed to the fifth speed. The engine brake is effective at the 4th and 5th speeds. (2) 4th range: Set the shift speed in the range from the 1st to 4th speeds. The engine brake is effective at the 4th speed; (3) 3 ranges: Set the shift speed in the range from 1st speed to 3rd speed. (3) 2nd range: Set 1st speed or 2nd speed. (5) L range: Set only the 1st speed. The engine brake is effective; here, when traveling forward, the D range is usually set. The reason why the range 4 to the range L is set is mainly to use the engine brake. These four to L ranges are called engine brake ranges.

FIG. 1 shows the configuration of the control device of this embodiment. As shown in FIG. 1, a control device according to the present embodiment includes a hydraulic control device 1 and a T-ECU as control means.
3 is provided. In addition, a shift lever device 5 and a cutting mechanism 7 are provided as operating means for setting a shift range.

FIG. 2 shows the configuration of the hydraulic control device 1 and is a block diagram corresponding to FIG. 22 described above. As described above, the hydraulic control device 1 includes the hydraulic circuit 21.
The hydraulic circuit 21 has a plurality of control valves (not shown) such as a shift valve and a relay valve. The hydraulic control device 1 includes:
Further, a plurality of solenoids 2 for moving the control valve are provided.
3 (eg, SOL1 in FIG. 22) is provided, and this solenoid 23 is connected to the T-ECU 3.

The hydraulic circuit 21 is supplied with hydraulic pressure from an oil pump. In the hydraulic circuit 21, a hydraulic path according to the position of each control valve is set, and hydraulic pressure is supplied to the servo means of the automatic transmission A according to the hydraulic path. Solenoid 23
To change the combination of the positions of the control valves, different hydraulic paths are set. According to the new hydraulic path, the servo means of the automatic transmission A operates, a shift change is performed, and engine brake control is performed.

The hydraulic circuit 21 has a manual valve 2
5 (corresponding to the manual valve 140 in FIG. 22). The manual valve 25 is connected to the shift lever device 5 via a cable 27 (or a rod). That is, the movement of the manual valve 25 is performed by mechanically transmitting the operation of the shift lever device 5. The manual valve 25 takes positions corresponding to the P range, the R range, the N range, the D range, the 3 range, and the L range by moving in the axial direction.

Further, the hydraulic circuit 21 includes the manual valve 2
5 is set as follows. When the manual valve 25 is in the position of the D range, the first to fifth speeds can be set by a combination of the positions of the control valves. When all the solenoids 23 cannot be driven, the fifth speed is set. Similarly, manual valve 2
When 5 is in the position of the third range, the first to fourth speeds can be set by a combination of the positions of the control valves. When all the solenoids 23 cannot be driven, the fourth speed is set. Similarly, when the manual valve 25 is L
When the vehicle is in the range position, it is possible to set a state where the engine is in the first speed and the engine brake is effective.

FIG. 3 is a view of the vicinity of the steering wheel 30 on which the control device is mounted, and shows the shift lever device 5 and the cutting mechanism 7. The shift lever device 5 is operating means for setting a shift range by mechanical control described later. The shift lever device 5 has a shift lane (not shown) provided on a steering column or an instrument panel, and a shift lever 31 that moves along the shift lane. Further, the cutting mechanism 7 includes an ESR (described later).
Operation means for setting the shift range by electrical control in the mode. The cut mechanism 7 includes a cut lever 33 provided to project from the steering column.
Having.

FIG. 4 shows the structure of the shift lane.
As shown in the figure, positions corresponding to the respective shift ranges are set in the shift lanes. That is, positions corresponding to the P range, the R range, the N range, the D range, the 3 range, and the L range are set in the shift lane. When the shift lever 31 is moved to each position, the manual valve 25 provided in the hydraulic control device 1 moves to a position corresponding to the position. Further, a sport position is provided in the shift lane. When the shift lever 31 is in this position, the sport mode (in principle, a mode in which the gear is held unless the driver performs a gear shift operation) is set.

A main switch 35 is provided below the shift lane. This main switch 35
Is a switch for releasing the setting of the ESR mode. By operating the main switch 35, a cutting mechanism 7 described later is switched between an active state and a non-active state. That is, once the main switch 35 is pressed, the cut mechanism 7 functions according to the operation of the cut lever 33. When the main switch 35 is pressed again, even if the driver operates the cut lever 33, the cut mechanism 7 does not function. Note that the setting of the ESR mode is automatically canceled when the ignition is turned off.

FIG. 5 is an explanatory diagram showing the function of the cut lever 33. The cut lever 33 is configured to be tilted in four directions by a driver's operation. When the driver releases his hand, the cut lever 33 that has been tilted automatically returns to the original position. The driver performs the following four types of operations using the cut lever 33; "cut operation": tilts the cut lever 33 clockwise; "cut-off operation": moves the cut lever 33 counterclockwise. Tilt "Cancel operation": Tilt the cut lever 33 forward (toward the steering 30); "Two-stage cut operation": Tilt the cut lever 33 away; The above four operations are performed by the T-ECU 3 respectively. Is detected by

The position and length of the cut lever 33 are set so that the driver can operate the cut lever 33 with his fingertip while holding the steering wheel 30. In addition, the aforementioned main switch 35 is provided with the cut lever 3
3 may be provided at the tip.

Next, the T-ECU 3 will be described. T
-The ECU 3 is an electronic control unit, which controls the driving of the solenoid 23 of the hydraulic control unit 1. The T-ECU 3 is
The position of the shift lever 31 in the shift lever device 5 is detected. Further, various operations in the cutting mechanism 7 are detected, and an operation of the main switch 35 is detected. Further, information on the operation of the cruise control device is input from the C / C switch 9 to the T-ECU 3. Further, information such as a vehicle speed, a throttle opening, and an engine operating state (for example, engine load) is input to the T-ECU 3. The T-ECU 3 sets a shift range based on the detected information and the input information. And
The shift speed is determined within the set shift range based on the input information. Further, the solenoid 23 of the hydraulic control device 1 is driven so that the determined shift speed is realized. Further, information on the shift range is output and displayed on the shift lever position indicator 11 and the ESR indicator 13.

Next, the operation of the automatic transmission control device of the present embodiment will be described.

[Mechanical control of shift range] When the driver operates the shift lever device 5, this operation is mechanically transmitted to the manual valve 25 of the hydraulic control device 1 via the cable 27. Then, the manual valve 25 moves according to the position of the shift lever 31. The shift range is set in accordance with the position of the manual valve 25.
On the other hand, the T-ECU 3 detects the set shift range based on the position of the shift lever 31. Then, a control signal is output to the solenoid 23 of the hydraulic control device 1 so that a shift change is performed within this shift range.

The shift range set by the mechanical control becomes a reference shift range. This reference shift range setting state is maintained as it is even when the actual control shift range is changed by electrical control described later. Therefore, when the cut mechanism 7 as the electric control means fails, the actual shift range returns to the reference shift range.

Further, the T-ECU 3 displays the set shift range on the shift lever position indicator 11 provided on the instrument panel. FIG. 6 shows the shift lever position indicator 11, in which characters P, R, N, D, 3, and L are displayed, and an underline is displayed at the position of the shift range being set (D range in FIG. 6). ing.

In the present embodiment, only the D range, the 3 range, and the L range are set by mechanical control. On the other hand, as described below, a number of shift ranges are set by electrical control. The driver normally sets various forward ranges by the cutting mechanism 7. Then, when the cutting mechanism 7 fails, the shift lever 31 is operated to set the three ranges or the L range. With such a configuration, the number of positions of the shift lever 31 is reduced, and the size of the shift lever device 5 is reduced. Conventionally, the shift lever device 5 for a five-speed automatic transmission is large, and it has been difficult to provide the shift lever device 5 on a column or instrument panel of the steering 30. In the present embodiment, the shift lever device 5 can be provided at a free position where the driver can easily operate.

"Electrical Control of Shift Range (ESR Mode)" (1) Mode Setting When the main switch 35 is pressed while the above-described mechanical control is being performed, the T-ECU 3 sets the ESR mode. The electric control is performed in a state where the ESR mode is set. However, the ESR mode is set only when the shift lever 31 is in the D range position. Even if the main switch 35 is pressed when the shift lever 31 is in another position, the T-ECU 3 does not accept this operation.

The T-ECU 3 is provided with an E-
The SR indicator 13 indicates that the ESR mode is set. FIG. 7 shows a display of the ESR indicator 13. The upper part of FIG. 7 shows a state before the ESR mode is set, and nothing is displayed. The middle part of FIG. 7 shows a state in which the ESR mode is set, and “Main”
Is displayed.

(2) Initial setting ESR range When the main switch 35 is pressed, the ESR mode is set, but the shift range remains set to the D range. In this state, the “cut operation (cut lever 3
3) in the clockwise direction).
The ECU 3 sets the ESR range. In particular, the ESR range set in response to the first cut operation after the ESR mode is set is referred to as “first set ESR range”.

Here, the "ESR range" refers to a shift range set by operating the cut lever 33. For example, assume that the T-ECU 3 sets three ranges as the ESR range. In this case, the manual valve 25 is at the position of the D range, and a shift change from the first gear to the fifth gear is possible due to the setting of the hydraulic circuit 21. But T
-The ECU 3 instructs the solenoid 23 to perform only a shift change from the first speed to the third speed. As described above, the actual shift range is changed from the range (D range) corresponding to the position of the shift lever 31 to the ESR range.

As described above, the ESR range is equal to T
-The actual shift range set by the ECU 3. Therefore, it is different from the so-called sport mode (the shift speed is held).

FIG. 8 shows the setting of the “initial setting ESR range”. The “initial setting ESR range” is set based on the current gear when the cutting operation is performed, and the shift range in which the gear below the current gear is the highest gear is the “initial setting ESR range”. ". Specifically, if the fifth speed is set at the time of the cut operation, the ESR range is four ranges, the fourth range is three ranges, the third speed is two ranges, and the second speed is the L range. If the first speed is set during the cutting operation, the L range, which is the lowest shift range, is set.

It should be noted that, because the vehicle speed is high, the engine speed may be too high according to the setting of FIG. Therefore, a predetermined upper limit vehicle speed is set for each gear position. T-
When the actual vehicle speed is higher than the upper limit vehicle speed, the ECU 3 sets the “first set ESR range” according to FIG. 9 instead of FIG. In this case, although the down range is performed, the down shift is not performed. However, switching to a state where the engine brake is effective is performed. As described above, each shift range is set so that the engine brake is effective at the highest gear.

After setting the ESR mode, first, “2”
When the step cut operation (the operation of moving the cut lever 33 to the other side) ”is performed, the T-ECU 3 sets the range one level lower than the corresponding range in FIG. 8 or FIG. 9 as the“ first set ESR range ”. Set.

(3) Control after setting initial setting ESR range After setting the initial setting ESR range, the control shown in FIG. 10 is performed. The ESR range is changed downward one by one according to the “cut operation”. However, when the L range has already been set, the ESR range is not changed. Also, when a downshift occurs due to a change in the ESR range (for example, three ranges and
When the vehicle is running in the third speed), the engine speed may become too high due to the downshift. Also in this case, ES
The R range is not changed. Assuming such a situation, an upper limit vehicle speed is set in advance for each gear position.

On the other hand, the T-ECU 3 changes the ESR range upward one by one according to the “cutoff operation”. However, when the D range is set, the ESR range is not changed even if the cutoff operation is performed.

When the “two-stage cutting operation” is performed,
The T-ECU 3 changes the ESR range by two to the lower side.
However, when the operation is in the L range, the ESR range is not changed. Also, if it is 2 ranges,
Changed to L range. Further, the above upper limit vehicle speed is compared with the actual vehicle speed, and if the actual vehicle speed is high, the ESR range is not changed, or is changed by only one.

Further, "cancel operation (cut lever 3
3), the shift range returns to the position of the shift lever 31 (D range).

When the shift lever 31 is operated during the setting of the ESR mode, the T-ECU 3 releases the ESR mode. Then, the shift range corresponds to the position of the shift lever 31 after the movement.

During the setting of the ESR mode, D
When the range or the four range is set, the cruise control according to the input signal from the C / C switch 9 is permitted. However, when the ESR range is changed to three or less by the cut operation, the cruise control control is prohibited. Further, during the setting of the ESR mode, when the L range is set from 3 ranges, the T-ECU 3 does not accept an input signal from the C / C switch 9.

(4) Display of ESR range As shown in the lower part of FIG. 7, the T-ECU 3
The SR range is displayed on the ESR indicator 13. FIG.
Indicates a state in which three ranges are displayed as ESR ranges. The driver can check the position of the shift lever 31 with the shift lever position indicator 11 and can check the actual shift range set by the T-ECU 3 with the ESR indicator 13. The operation is performed in consideration of the difference between the position of the shift lever 31 and the actual shift range.

"Overall Control" The control by the present control apparatus has been described separately for mechanical control and electrical control. Next, according to the flowchart of FIG.
The overall processing performed by U3 will be described.

After the start (S10), the input signal is processed (S20), and the position of the shift lever 31 is detected (S30). When the shift lever 31 is in a position other than the D range, that position is output to the shift lever position indicator 11 (S210), and the ESR indicator 13 is turned off (turned off) (S22).
0) and return (S230). When the shift lever 31 is in the position of the D range, it is determined whether or not the ESR mode is set (S40), and if not, the same indicator display as described above is performed (S21).
0, S220).

On the other hand, when the ESR mode is being set, the operation of the shift lever 31 by the driver is checked (S50). When the shift lever 31 has moved, the ESR mode is canceled, and the shift range is set according to the position of the shift lever 31 after the movement (S60). For example, E
Two ranges are set as the SR range, and when the shift lever 31 moves from the D range to the position of the three ranges, three ranges are set in step S60.
Then, the position after the movement is output to the shift lever position indicator 11 (S70), and the ESR indicator 1
3 is turned off (turned off) (S80), and the process returns (S230).

In step S50, when the shift lever 31 is not operated, the "cancel operation" for the cut lever 33 is checked (S90). When the "cancel operation" is performed, the D range is set (S100). Then, the D range is displayed on the shift lever position indicator 11 (S110), and only "main" is displayed on the ESR indicator 13 (S120, middle part of FIG. 7).

In step S90, when the "cancel operation" is not performed, the "cut operation" of the cut lever 33 is further checked (S130). When the "cut operation" is performed, the down range is performed (S140). . This step S140 is performed according to the flowchart shown in FIG. In FIG. 12, first, the setting of the ESR range is checked (S141). If the ESR range has not been set yet, the actual vehicle speed is compared with a predetermined upper limit vehicle speed (S14).
2) When the actual vehicle speed is equal to or lower than the upper limit vehicle speed, the first set ESR range is set according to FIG. 8 described above (S143). When the actual vehicle speed is higher than the upper limit vehicle speed, the first set ESR range is set according to FIG. 9 described above (S144). On the other hand, if the ESR range has already been set in step S142, the down range is performed according to FIG. 10 described above (S14).
5). After these controls, the D range is displayed on the shift lever position indicator 11 (S190), and the ESR range is displayed on the ESR indicator 13 (S200, FIG. 7).
Bottom).

On the other hand, in step S130, "cut operation"
Is not performed, the "cut-off operation" of the cut lever 33 is further checked (S150). If the "cut-off operation" is performed, the up-range is performed according to FIG. 10 described above (S160). Also in this case, the same indicator display as above is performed (S190, S200).

When the "cut-off operation" is not performed in step S150, "2"
Step S170) is checked (S170). When the "two-step cut operation" is performed, a predetermined down range is performed (S170).
180). In step S180, as in step S140, the initial setting of the ESR range and the setting of ESR are performed.
Change the SR range. Also in this case, the same indicator display as above is performed (S190, S200).

When the "two-stage cutting operation" is not performed in step S170, the display of each indicator is not changed, ie, the shift lever position indicator 11
The range is displayed (S190), the ESR range is continuously displayed (S200), and the process returns (S230).

The automatic transmission control device according to the present embodiment has been described. In the present embodiment, an initial setting ESR range (an ESR range set when a cutting operation is performed in the D range setting state) is set according to FIG. As shown in FIG. 8, as the initial set ESR range, a range in which the next shift stage below the current shift stage as the highest shift stage is set based on the current shift stage at the time of the cutoff operation. . A downshift occurs with the setting of the ESR range. At the shift speed after the downshift, the engine brake is activated. This is because control is performed so as to apply the engine brake at the highest gear in each forward range. At the time of the two-stage cut-off, a range is set in which the next lower gear is the highest speed.

As described above, in the present embodiment, the downshift is reliably performed when the driver performs the cut operation once. Then, the vehicle can be driven while using the engine brake.

When the vehicle speed is high, the first set ESR range is set according to FIG. 9 instead of FIG. In this case, although the down range is performed, the down shift is not performed. However, as described above, control is performed so as to apply the engine brake at the highest gear in each forward range. Accordingly, the engine brake is activated along with the down range. Even at a high vehicle speed, the driver can drive the vehicle using the engine brake by the cut operation.

[Modification of Embodiment 1] (1) FIG. 13 shows a shift lane of the shift lever device 5 in this modification. In this modification, normally, the shift lever 31 cannot be moved to the position in the L range. The driver is a Fail switch 37
When is pressed, the shift lever 31 can be moved to the L range position. Note that the Fail switch 37 may be shared with the P range lock release switch.

In this configuration, the operation of the cutting mechanism 7 normally sets the engine brake range (from 4 to L range). Only when the cutting mechanism 7 fails,
By operating the shift lever 31, the engine brake range is set.

(2) FIG. 14 is an explanatory view showing the vicinity of the steering in this modification. In this modification, the cut mechanism 7 includes a cut switch 38 and a cutoff switch 39 provided near the center of the steering 30. The operation of depressing the cut switch 38 is a “cut operation”, and the operation of depressing the cutoff switch 39 is a “cutoff operation”.

(3) In the above, after setting the ESR mode,
The “initial setting ESR range” of FIGS. 8 and 9 is set corresponding to the first cutting operation. On the other hand, when the D range is set during the ESR mode control, the range change shown in FIGS. 8 and 9 may be performed at any time in response to the cut operation. Specifically, even when the D range has been set through a cut operation or a cutoff operation, the range change in FIGS. 8 and 9 is performed by the next cut operation.

[Second Embodiment] In the first embodiment, the ESR mode is set only when the D range is set by mechanical control using the shift lever device 5. In the second embodiment, even when a range other than the D range is set,
The SR mode is set. In the following description,
A description of the configuration common to the first embodiment will be omitted.

The structure of the hydraulic control device 1 is the same as that of the first embodiment. However, when the manual valve 25 is moved in the axial direction, the P range, the R range, the N range, the D range,
Positions corresponding to the range, three ranges, two ranges, and L range are taken. That is, positions of four ranges and two ranges are added. When the manual valve 25 is at the position of the four ranges, the first to fifth speeds can be set by a combination of the positions of the control valves. When all the solenoids 23 cannot be driven, the fifth speed is set. Similarly, when the manual valve 25 is at the position of the two ranges, the first to third speeds can be set by a combination of the positions of the control valves. When all of the solenoids 23 cannot be driven, a state is set in which the third speed is set and the engine brake is effective.

FIG. 15 shows a shift lane of the shift lever device 5 according to the second embodiment. Hydraulic control device 1
In the shift lane, positions corresponding to the P range, R range, N range, D range, 4 range, 3 range, 2 range, and L range are set.

FIG. 16 shows the vicinity of the steering. In this embodiment, since the shift lever device 5 is provided on the floor, it is not shown in FIG. Further, the cut mechanism 7 includes a − switch 41 provided on the front side (driver side) of the steering 30 and a + switch 43 provided on the back side. An operation of pressing the-switch 41 is a "cut operation", and an operation of pressing the + switch 43 is a "cut-off operation". It is needless to say that the cutting mechanism 7 shown in the first embodiment may be provided instead of such a configuration.

Next, the operation of the automatic transmission control device of the present embodiment will be described.

"Mechanical control of shift range" Embodiment 2
Is the same as in the first embodiment. However, unlike the first embodiment, four ranges and two ranges can be set by mechanical control. That is, when the driver moves the shift lever 31 to the position of four ranges or two ranges, this movement is transmitted to the manual valve 25 of the hydraulic control device 1 by the mechanical transmission means, and each shift range is set.

FIG. 17 shows the shift lever position indicator 11 according to the second embodiment. As shown,
Display of 4 ranges and 2 ranges has been added. FIG. 17 shows a setting state of four ranges.

"Electrical control of shift range (ESR mode)" (1) Mode setting In response to the depression of the main switch 35, the T-ECU 3
Sets the ESR mode. In the second embodiment, the ESR mode is set even when the shift lever 31 is in any forward range position.

(2) Control Corresponding to Operation of Cut Mechanism 7 FIG. 18 shows a shift range setting change corresponding to the operation of the cut mechanism 7. The control corresponding to each operation will be described with reference to FIG.

(A) "Cut operation (pressing down of-switch 41)" In response to the cut operation, the ESR range is shifted down by one. For example, when the shift lever 31 is in the position of four ranges and the ESR mode is set, the range is sequentially changed to three ranges and two ranges according to the cut operation.

As in the case of the first embodiment, a downshift occurs with the downrange, and in a situation where the engine speed becomes too high due to the downshift, the downrange is prohibited.

(B) “Cutoff operation (+ switch 43)
In response to the cutoff, a change to the ESR range one level above is made. For example, when the shift lever 31 is at the position of the D range and two ranges are set as the ESR range, the range is sequentially changed to three ranges and four ranges according to the cut operation.

Here, the ESR corresponding to the cutoff operation
Changing the range is restricted as follows. That is, the highest ESR range that can be set by the cutoff operation is the shift range of the position of the shift lever 31 at that time. For example, when the shift lever 31 is in the position of three ranges, as shown in FIG. 18, the ESR range set by the cutoff operation is limited from the L range to three ranges. Then, even if the cutoff operation is performed during the setting of the three ranges, the T-ECU 3 does not accept this operation.

(C) "Two-stage cutting operation" In response to the two-stage cutting operation, a change is made to the ESR range two levels lower. The same control as in the first embodiment is performed.

(D) "Cancel operation" In response to the cancel operation, the setting of the ESR range is canceled. The actual shift range is shown in FIG.
As shown in (5), the operation returns to the shift range set by the shift lever 31.

When the shift lever 31 is operated in a state where the ESR range is set by the cutting mechanism 7, the following control is performed. The setting of the ESR range is canceled, and the shift range corresponding to the moved position of the shift lever 31 is set by the mechanical control described above. At this time, the setting of the ESR mode is not released. Therefore, the driver again operates the main switch 35.
The ESR range can be set again by the cut operation without pressing. Furthermore, when the shift lever 31 is operated, the ESR indicator 13 is turned off except for the display of "main" (the middle part of FIG. 7).

In addition to the above, the details of the electric control and the display of each indicator are the same as those in the first embodiment, and the description is omitted.

[Overall Control] Next, the overall processing performed by the T-ECU 3 will be described with reference to the flowchart of FIG.

After the start (S310), the input signal is processed (S320), and the position of the shift lever 31 is detected (S330). When the shift lever 31 is in a position (P, R, N) other than the forward range, the position is output to the shift lever position indicator 11 (S510), and the ESR indicator 13 is turned off (turned off) ( S520) and returns (S53)
0). When the shift lever 31 is in the forward range position (D
-L), it is determined whether or not the ESR mode is set (S330), and if not, the same indicator display as above is performed (S510, S52).
0).

On the other hand, when the ESR mode is being set, the operation of the shift lever 31 by the driver is checked (S35).
0). When the shift lever 31 moves, the currently set E
Shift lever 31 after canceling SR range and moving
Set the shift range corresponding to the position (S3
60). Then, the post-movement position is output to the shift lever position indicator 11 (S370), and the ESR indicator 13 is turned off (set to the state shown in the middle part of FIG. 7) (S3).
80), and returns (S530).

In step S350, when the shift lever 31 is not operated, the "cancel operation" for the cut lever 33 is checked (S390). When the "cancel operation" is performed, the shift range of the position of the shift lever 31 is set. (S400). This range is displayed on the shift lever position indicator 11 (S410),
Only “main” is displayed on the ESR indicator 13 (S420, middle part of FIG. 7).

At step S390, "cancel operation"
Is not performed, the "cut operation" of the cut lever 33 is further checked (S430). If the "cut operation" is performed, the down range is performed according to the setting of FIG. 18 (S430).
440). Then, the position of the shift lever 31 is displayed (S490), and the ESR range after the down range is set to E.
It is displayed on the SR indicator 13 (S500, lower part of FIG. 7).

On the other hand, in step S430, "cut operation"
Is not performed, the "cut-off operation" of the cut lever 33 is further checked (S450). If the "cut-off operation" is performed, the up-range is performed according to FIG. 18 (S460). In particular, at this time, as described above, the ESR range is limited so as to be a range corresponding to the position of the shift lever 31 at the maximum. Also in this case, the same indicator display as above is performed (S490, S50).
0).

When the "cut-off operation" is not performed in step S450, "2"
Step S470 is checked (S470), and when the "two-step cut operation" is performed, a predetermined down range is performed (S470).
480). Also in this case, the same indicator display as above is performed (S490, S500).

When the "two-stage cutting operation" is not performed in step S470, the display of each indicator is continued (S490, S500), and the process returns (S530).

The automatic transmission control device according to the second embodiment has been described. Here, in the prior art, for example, ESR
When the range was canceled, the driver sometimes felt uncomfortable. As a specific example, there is a case where five ranges are set as the ESR range when the shift lever 31 is in the position of two ranges. At this time, ES
When the R range is canceled, a downshift to the two ranges is forcibly performed, which may give the driver an uncomfortable feeling. On the other hand, in the present embodiment, the ESR range that can be set in the ESR mode is limited to the shift range corresponding to the position of the shift lever 31 at the maximum.
Therefore, even if the ESR range is cancelled, a sudden dow shift is not performed, and the driver does not feel uncomfortable.

Further, in the above-described conventional apparatus, it is difficult to perform the electrical control of the shift range even in the forward range other than the D range for the following reasons. For example, it is assumed that when the shift lever 31 is in the position of the two ranges, the cut mechanism 7 can be operated to set the range from the D range to the L range. In this case, the hydraulic control device 1
When the solenoid 23 fails, the engine brake of two ranges cannot be guaranteed, and the engine brake may not be used.

On the other hand, in this embodiment, the ESR range that can be set in the ESR mode is
It is limited to the shift range corresponding to position 1. Further, the hydraulic circuit 21 of the hydraulic control device 1 guarantees the setting of the state where the engine brake is effective at the first to fifth speeds according to the position of the manual valve 25 when the solenoid 23 fails. Further, the manual valve 25 is connected to the shift lever 31 by mechanical transmission means.
As described above, even when the solenoid 23 fails, the driver can operate the shift lever 21 to run the vehicle while using the engine brake.

It is needless to say that the present embodiment may be applied to a control device in which only the D, 3 and L ranges can be set as forward ranges by mechanical control as in the first embodiment.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of a control device according to a first embodiment of the present invention.

FIG. 2 is an explanatory diagram showing a configuration of a hydraulic control device included in the device of FIG.

FIG. 3 is an explanatory diagram showing the vicinity of a steering of a vehicle equipped with the control device of FIG. 1;

FIG. 4 is an explanatory diagram showing positions provided in a shift lane and corresponding to each shift range.

FIG. 5 is an explanatory diagram showing a function of a cut lever provided in the cutting mechanism.

FIG. 6 is an explanatory diagram showing a display of a shift lever position indicator.

FIG. 7 is an explanatory diagram showing a display of an ESR indicator.

FIG. 8 is an explanatory diagram showing setting contents of an initial setting ESR range.

FIG. 9 is an explanatory diagram showing setting contents of an initial setting ESR range at a high vehicle speed.

FIG. 10 is an explanatory diagram showing the contents of setting change of an ESR range corresponding to a cut operation and a cutoff operation.

FIG. 11 is a flowchart illustrating an overall process performed by a T-ECU.

FIG. 12 is a flowchart illustrating downrange control corresponding to a driver's cut operation.

FIG. 13 is an explanatory diagram showing a configuration of a shift lever device in a modification of the first embodiment.

FIG. 14 is an explanatory diagram showing the vicinity of a steering in a modification of the first embodiment.

FIG. 15 is an explanatory diagram showing a shift lane of a shift lever device in the control device of the second embodiment.

FIG. 16 is an explanatory diagram illustrating the vicinity of a steering of a vehicle equipped with the control device of the second embodiment.

FIG. 17 is an explanatory diagram showing a shift lever position indicator in the control device of the second embodiment.

FIG. 18 is an explanatory diagram showing a change of a shift range setting corresponding to an operation of a cutting mechanism in the control device of the second embodiment.

FIG. 19 is a diagram showing a T-EC in the control device according to the second embodiment.
6 is a flowchart illustrating an overall process performed by U.

FIG. 20 is a skeleton diagram illustrating an example of a gear train of an automatic transmission that is a control target of the embodiment.

FIG. 21 is an explanatory diagram showing an engaged and released state of a friction engagement device for setting each shift speed in the automatic transmission of FIG. 20;

22 is an example of a hydraulic circuit in the hydraulic control device for controlling the automatic transmission of FIG. 20, and is a partial hydraulic circuit diagram showing a part of the hydraulic circuit.

[Explanation of symbols]

1 hydraulic control device, 3 T-ECU, 5 shift lever device, 7 cutting mechanism, 11 shift lever position indicator, 13 ESR indicator, 21 hydraulic circuit,
23 solenoid, 25 manual valve, 27 cable, 31 shift lever, 33 cut lever, 35
main switch.

Continued on the front page (72) Inventor Haruyuki Kodera 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Etsushi Shimizu 1 Toyota Town Toyota City, Toyota City Inside Toyota Motor Corporation

Claims (3)

[Claims] 1. An automatic transmission control device that determines a maximum shift speed according to a set shift range and changes the shift speed according to a traveling state, sets a reference shift range that is a reference in setting a shift range. A state in which the reference shift range is set as the actual shift range, the first operation means comprising: a first operation means; and a second operation means for changing the actual shift range that is actually set while maintaining the setting state of the reference shift range. When the second operating means is operated from the above, based on the actual gear set at that time as a reference, the actual lower gear is shifted into a shift range in which the gear lower than the predetermined gear is the highest gear according to the instruction from the second operating means. An automatic transmission control device characterized by changing a shift range. 2. An automatic transmission control device that determines a maximum shift speed according to a set shift range and changes the shift speed according to a running state, sets a reference shift range that is a reference in setting a shift range. A first operating means, and a second operating means for changing an actually set actual shift range while maintaining the setting state of the reference shift range, wherein the highest actual shift range that can be set by the second operating means The automatic transmission control device is characterized in that the control is limited to a reference shift range. 3. The device according to claim 2, wherein the highest gear position in the reference shift range is set by a mechanical setting means, and the highest gear position is changed according to a traveling state, and the actual speed is changed by a second operation means. The automatic transmission control device, wherein the setting of the shift range is set by setting means including electric means.