JP4363375B2 - Shift control device for automatic transmission for vehicle - Google Patents

Description

  The present invention relates to a shift control device for an automatic transmission for a vehicle that enables a gear to be switched by a driver's manual operation.

  Conventionally, when a driver selects a drive (hereinafter referred to as “D”) position by a shift device, an automatic transmission device for a vehicle has an appropriate shift control device according to the vehicle driving state at that time. A gear stage is selected at any time, and the hydraulic control part of the automatic transmission is controlled to automatically switch the gear part to the operating state at that gear stage.

The speed change control device determines the vehicle operating state based on, for example, the throttle opening and the vehicle speed, and selects a gear stage that provides appropriate fuel consumption and power according to the vehicle operating state.
In order to realize drivability according to the driver's intention in addition to such functions, there has been proposed an automatic transmission that can switch gears by manual operation of the driver.

  For example, in a shift control device for an automatic transmission for a vehicle described in Patent Document 1 proposed by the present applicant, a B range that allows a driver to switch from a D range to a shift position of the shift device, and this B range An upshift position that can be operated from and a downshift position are also provided. The electronic control unit that controls the shift of the automatic transmission is in the automatic shift mode when in the D range, and performs automatic shift control that selects an appropriate gear stage as needed according to the vehicle operating state and automatically switches to that gear stage. . On the other hand, when the driver switches the shift position from the D range to the B range, the electronic control unit enters the manual shift mode and gears down to a gear step that is one step lower than the gear step selected in the D range. When the driver performs a downshift operation from the B range to the downshift position, the electronic control unit downshifts to a lower gear position, and when the driver performs an upshift operation from the B range to the upshift position, the same higher gear position is also achieved. Upshift to stage.

For this reason, when trying to obtain an engine brake stronger than the engine brake obtained by the gear set during traveling in the automatic transmission mode, the shift lever is operated to switch the shift position from the D position to the B position. It is possible to downshift to a gear stage that is lower by one stage. Also, when trying to obtain a stronger acceleration torque or climbing torque, it is possible to downshift to a lower gear by performing the same switching operation.
JP-A-6-221417

  By the way, when the automatic transmission is, for example, a five-speed transmission type, when the driver releases the accelerator from the traveling state at 3rd during traveling in the automatic shifting mode, the electronic control device has the throttle opening fully closed. Upshift from 3rd to 5th is performed based on this.

  Here, when the driver switches the shift position from the D position to the B position in order to perform a downshift for applying a stronger engine brake, a downshift from 5th to 4th is performed. When a downshift operation is performed once at the B position, a downshift from 4th to 3rd is performed.

  However, since 3rd is a gear stage set during traveling in the automatic transmission mode, the engine brake having the strength intended by the driver is not applied. For this reason, the driver needs to further downshift from 3rd to 2nd by performing a downshift operation.

Therefore, depending on the driving state of the vehicle, it is necessary to perform two downshift operations in order to obtain the engine brake having the strength intended by the driver.
In addition, even if the accelerator pedal is not depressed in the state where the fifth speed is set in the manual shift mode of the B range, the electronic control unit remains set at the fifth speed.

  In this state, for example, when the vehicle is driven downhill, the vehicle is accelerated in a state where the accelerator is not depressed. Here, immediately before entering the sharp curve in the downhill state, if the driver performs a downshift operation once with the intention of strong engine braking, the gear stage is downshifted from the fifth speed to the fourth speed.

  However, in such a situation, the engine brake that can actually obtain the required engine brake strength at the fourth speed is insufficient, and the driver needs to perform another downshift operation to downshift to the third speed. There is.

  The present invention has been made to solve the above-mentioned problems, and a first object of the present invention is to set an automatic transmission mode for automatically setting the gear stage of an automatic transmission and a gear stage based on a manual transmission operation. In a shift control device for an automatic transmission for a vehicle that has a manual shift mode to be set and switches between the automatic shift mode and the manual shift mode based on a manual switching operation, the driver can switch to the gear stage intended by the driver. It is to be able to be performed by a small manual shifting operation.

  A second object is to enable switching to a gear stage intended by the driver with fewer manual shift operations after switching from the automatic shift mode to the manual shift mode.

  A third object is to enable switching to a gear stage intended by the driver with fewer manual shift operations in the manual shift mode.

The means for achieving the above object and the actions and effects are described.
In order to achieve the first and third objects, the invention according to claim 1 is directed to automatically setting a gear stage based on first vehicle operation information used for selecting a gear stage of an automatic transmission. A shift control device for an automatic transmission for a vehicle that includes a shift mode and a manual shift mode that sets a gear stage based on a manual shift operation, and that switches between an automatic shift mode and a manual shift mode based on a manual switching operation. , an initial gear to be set when the shift down operation in the manual shift mode is performed, a manual shift during gear setting means for setting, based on the fourth vehicle driving information, the fourth vehicle operation The information includes the accelerator position when the shift-down operation is performed, the current vehicle acceleration, and a gear position that is lower than the gear position that is set when the shift-down operation is performed. Characterized in that Kino those grasped from the post-shift acceleration.

According to the first aspect of the invention, in the automatic transmission mode, the gear stage is selected based on the first vehicle driving information and set to the automatic transmission. On the other hand, when the downshift operation is performed in the manual shift mode, the manual shift gear position setting means sets the gear stage selected based on the fourth vehicle driving information when the downshift operation is performed. Set to automatic transmission as gear stage . Therefore, in manual shift mode, a single shift-down operation switches directly from the currently set gear to a gear that is two or more steps away from which more suitable driving force or engine braking can be obtained. Can do. As a result, in the manual shift mode, switching to the gear stage intended by the driver can be performed with fewer manual shift operations.

Further, the fourth vehicle operation information, the accelerator opening when the sheet Futodaun operation is performed, and the vehicle acceleration at the present time, less than the gear that is set when the shift-down operation is performed gear stage Ru is grasped from the post-shift acceleration of the time that has been set.

According to the invention described in claim 1, the accelerator opening when the down-shifting operation is performed in the manual shift mode, and the vehicle acceleration, from the gear that is set when the shift-down operation is performed 4th vehicle driving information is grasped | ascertained from the acceleration after gear shifting when a low gear stage is set. Based on the fourth vehicle driving information, an initial gear stage that is set when a downshift is performed is set. For this reason, when the downshift operation is performed once based on the presence / absence of the driver's intention to accelerate ascertained from the accelerator opening, the current traveling state of the vehicle, and the traveling state of the vehicle when downshifted The gear stage can be set.

(First embodiment)
A first embodiment of the present invention will be described below with reference to FIGS.
As shown in FIG. 2, the automatic transmission 10 provided in the vehicle includes an automatic transmission 11, a shift device 12, a shift up switch 13, a shift down switch 14, and a transmission electronic control device (hereinafter referred to as T-ECU). 15 etc.

  The automatic transmission 11 inputs an output of a gasoline engine (an internal combustion engine; hereinafter simply referred to as an engine) 16 via a torque converter 17 and outputs a shifted output to a drive system (not shown).

The automatic transmission 11 includes a gear unit 18 and a hydraulic control unit 19.
The gear unit 18 includes, for example, a plurality of friction engagement elements such as a hydraulic clutch and a hydraulic brake in addition to a planetary gear type gear train. Then, by switching the combination of the frictional engagement elements to be operated, the operating connection state of the gear train is switched to any of the parking state, the reverse state, the neutral state, and the forward state. Further, in the forward state, the gear stage to be operatively connected is selected from 1st, 2nd, 3rd, 4th and 5th.

  The hydraulic control unit 19 includes a plurality of electromagnetic solenoids that operate based on a control signal input from the outside, and switches the operating states of the hydraulic clutch and the hydraulic brake depending on the operating state of each electromagnetic solenoid. Based on the control signal, the operating state of the gear unit 18 is switched to any of a parking state, a reverse state, a neutral state, and a forward state.

  The shift device 12 is provided beside the driver's seat and includes a shift lever 20 for selecting an operation state of the automatic transmission 11 from any of a parking state, a reverse state, a neutral state, and a forward state.

  As shown in FIG. 4, the shift device 12 includes a P (parking) position, an R (reverse) position, an N (neutral) position, a D (drive range) position, an M (manual range) position, and 2 (second speed range). A shift gate having a shift position of position, L (first speed range) position is provided, and each shift position is selected by the shift lever 20.

  As shown in FIG. 2, the upshift switch 13 is provided on the left side of the steering wheel 21, and the downshift switch 14 is provided on the right side of the steering wheel 21. The upshift switch 13 and the downshift switch 14 are provided so that the driver can operate the steering wheel while operating the steering wheel. The shift-up switch 13 is provided for the driver to intentionally perform a shift-up operation for switching the gear position at that time to a gear position higher by one when the M position is selected by the shift device 12. ing. Similarly, the downshift switch 14 is provided for performing a downshift operation for switching the gear stage at that time to a gear stage lower by one stage.

Next, the electrical configuration of the present embodiment will be described.
As shown in FIG. 2, the engine 16 is provided with a water temperature sensor 22. The water temperature sensor 22 detects the water temperature TW of the engine cooling water.

The intake pipe 23 is provided with a throttle opening sensor 25 that detects the throttle opening TH of the throttle valve 24.
The automatic transmission 11 is provided with a vehicle speed sensor 26 that detects the vehicle speed V.

In the present embodiment, the throttle opening TH and the vehicle speed V are first vehicle driving information, and the vehicle speed V is second vehicle driving information.
The shift device 12 is provided with a shift position sensor 27 that detects the shift position SP.

  As shown in FIG. 3, the T-ECU 15 receives operation signals from the upshift switch 13 and the downshift switch 14. Further, the T-ECU 15 receives detection signals from the water temperature sensor 22, the throttle opening sensor 25, the vehicle speed sensor 26, and the shift position sensor 27.

  On the other hand, the T-ECU 15 outputs to the hydraulic control unit 19 of the automatic transmission 11 a control signal for instructing its operating state and a control signal for instructing the gear stage to be operatively connected in the forward state. In the present embodiment, the T-ECU 15 is a mode switching gear stage setting means and a mode switching shift range setting means.

Based on the shift position SP detected by the shift position sensor 27, the T-ECU 15 controls the hydraulic control unit 19 of the automatic transmission 11 to switch the operating state of the gear unit 18.
That is, the T-ECU 15 places the gear unit 18 in the parking state when the shift position SP is in the P position, makes it reverse when it is in the R position, and makes it neutral when it is in the N position.

  Further, the T-ECU 15 enters the automatic transmission mode when the shift position SP is the D position. Then, as shown in FIG. 5, from all the first to fifth gear stages, a gear stage that can obtain appropriate fuel consumption and power according to the vehicle operating condition at that time is selected at any time, and the automatic operation is linked by that gear stage. Shift control is performed.

  The automatic shift control is a known control. In this embodiment, the vehicle operating state (engine load, driver's required torque, etc.) is determined based on the vehicle speed V and the throttle opening TH, and the vehicle operating state at that time is determined. Is selected in advance. In the present embodiment, the vehicle speed V and the throttle opening TH constitute first vehicle operation information.

  Further, when the shift position SP is at the 2 position, the T-ECU 15 does not perform an upshift from 2nd to a higher gear stage, and as shown in FIG. Automatic shift control with the same contents as in the automatic shift mode is performed in the range.

Further, when the shift position is at the L position, the T-ECU fixes the gear stage to be operatively connected to 1st.
The T-ECU 15 is in the manual shift mode when the shift position SP is at the M position, and is set based on the shift-up operation SU by the shift-up switch 13 or the shift-down operation SD by the shift-down switch 14 at that time. Change the shift range. There are five shift ranges: 5 range, 4 range, 3 range, 2 range and L range. As shown in FIG. 7, 1st to 5th can be selected for 5 ranges, and 1st to 4th can be selected for 4 ranges. Also, 1st to 3rd can be selected for the 3 range, and 1st and 2nd can be selected for the 2 range. Moreover, only 1st can be used for the L range. That is, the T-ECU 15 performs a so-called range hold type shift control in the manual shift mode. In the present embodiment, the upshifting operation SU and the downshifting operation SD are each manual shifting operations.

  In the manual shift mode, when the shift-up operation SU is performed, the T-ECU 15 sets the shift range set at that time as the upper limit gear step by setting a gear step that is one higher than the upper limit gear step of the shift range. Switch to the desired shift range. That is, as shown in FIG. 6, when the L range is set at that time, the range is switched to 2 ranges, and when the 2 range is also set, the range is switched to 3 ranges. At that time, when 3 ranges are set, the range is switched to 4 ranges, and when 4 ranges are set, the range is switched to 5 ranges.

  Further, when the shift-down operation SD is performed, the T-ECU 15 sets the shift range set at that time to a shift range in which the gear stage that is one lower than the upper limit gear stage of the shift range is the upper limit gear stage. Switch to. That is, as shown in FIG. 6, when the 5 range is set at that time, the range is switched to 4 range, and when the 4 range is also set, the range is switched to 3 range. At that time, when 3 ranges are set, the range is switched to 2 ranges, and when 2 ranges are set, the range is switched to the L range.

  Further, in the manual shift mode, the T-ECU 15 performs the automatic shift control having the same content as the automatic shift control performed in the automatic shift mode at the D position in the shift range set at that time. That is, when the shift range set at that time is 5 ranges, as shown in FIG. 7, the 1st to 5th gears are switched based on the throttle opening TH and the vehicle speed V, and in 4 ranges. In some cases, the first to fourth gears are similarly switched. Similarly, when the shift range is 3 ranges, the 1st to 3rd gear stages are similarly switched, and when the shift range is 2 ranges, the 1st and 2nd gear stages are similarly switched. When the shift range is the L range, it is fixed at 1st regardless of the throttle opening TH and the vehicle speed V. That is, when performing automatic shift control in the L, 2, 3, and 4 ranges in the manual shift mode, the T-ECU 15 differs from the automatic shift control in the automatic shift mode from the upper limit gear position of the shift range at that time. Stop upshifting.

(First shift range setting control)
Further, when the shift position SP is switched from the D position to the M position, the T-ECU 15 selects and sets the switched shift range from the five shift ranges based on the vehicle speed V at that time. Shift range setting control is performed. In the present embodiment, the vehicle speed V is the second vehicle driving information.

The details of the first shift range setting control will be described with reference to the flowchart of FIG.
First, in step (hereinafter abbreviated as S) 100, it is determined whether or not the shift position SP is at the M position. When the shift position SP is at the M position, the manual shift mode is maintained and the manual shift control is continued.

When the shift position SP is the D position in S100, the automatic shift control is executed from the manual shift mode to the automatic shift mode in S101.
In the automatic transmission mode, first, in S102, it is determined whether or not the vehicle speed V is less than a predetermined first vehicle speed determination value SPDCHK1. If it is less than the first vehicle speed determination value SPDCHK1, in S103, the three-range flag sftch3RG is set to “1”, and the four-range flag sftch4RG and the five-range flag sftch5RG are set to “0”. Here, the first vehicle speed determination value SPDCHK1 is a value by which it is possible to determine whether the vehicle speed V at that time is a magnitude at which either 3rd or 4th is selected in the automatic shift control in the automatic shift mode. It is. The 3 range flag sftch3RG, the 4 range flag sftch4RG and the 5 range flag sftch5RG are for setting the 3 range, 4 range and 5 range, respectively.

  If the vehicle speed V is equal to or higher than the first vehicle speed determination value SPDCHK1 in S103, it is determined in S104 whether the vehicle speed V is less than the second vehicle speed determination value SPDCHK2 set to a value larger than the first vehicle speed determination value SPDCHK1. Determine whether. When the vehicle speed V is less than the second vehicle speed determination value SPDCHK2, the 4-range flag sftch4RG is set to “1” and the 3-range flag sftch3RG and the 5-range flag sftch5RG are set to “0” in S105. Here, the second vehicle speed determination value SPDCHK2 is a value by which it is possible to determine whether the vehicle speed V at that time is a magnitude at which either 4th or 5th is selected in the automatic shift control in the automatic shift mode. It is.

  When the vehicle speed V is equal to or higher than the second vehicle speed determination value SPDCHK2 in S104, the 5-range flag sftch5RG is set to “1” and the 3-range flag sftch3RG and the 4-range flag sftch4RG are set to “0” in S106.

  After execution of S103, S105, and S106, it is next determined in S107 whether or not the shift position SP has been switched from the D position to the M position. If the shift position SP remains at the D position, S101 is executed again.

  On the other hand, when the shift position SP is the M position in S107, first, in S108, it is determined whether or not the three-range flag sftch3RG is “1”. This process is terminated after switching to the range and setting the three-range flag sftch3RG to “0”.

  If the 3-range flag sftch3RG is not “1” in S108, it is determined in S110 whether the 4-range flag sftch4RG is “1”. If it is “1”, then the range is switched to 4 ranges in S111. In addition, after the 4-range flag sftch4RG is set to “0”, this processing is terminated.

  If the four-range flag sftch4RG is not “1” in S110, the process is switched to the fifth range in S112, and after the five-range flag sftch5RG is set to “0”, this process is terminated.

(Function)
Next, the operation of the present embodiment configured as described above will be described.
When the driver sets the shift position SP to the D position and 3rd is set by the automatic shift control, that is, when the vehicle is released from the constant speed traveling state where the vehicle speed V is less than the first vehicle speed determination value SPDCHK1, the throttle opening Up-shifting from 3rd to 5th is performed when TH is fully closed.

  Here, when the driver intends to perform a downshift for applying an engine brake stronger than the engine brake at 5th, the shift position SP is switched from the D position to the M position. Then, by the first shift range setting control, the shift range at the M position is changed to three ranges, and the gear stage is switched from 5th to 3rd.

  In this state, when the driver performs the downshift operation SD only once, the shift range is switched from the 3 range to the 2 range, and the gear stage is downshifted from 3rd to 2nd. As a result, an engine brake having a stronger magnitude can be obtained by the 2nd gear stage, which is one step lower, at a constant speed when 3rd is selected by the automatic shift control.

  Further, when the driver sets the shift position SP to the D position and 5th is set in the automatic transmission mode, that is, when the vehicle speed V releases the accelerator pedal from the high speed traveling state where the second vehicle speed determination value SPDCHK2 or higher, the 5th is Maintained.

  Here, when the driver wants to perform a downshift to obtain an acceleration torque stronger than the acceleration torque at the 5th or an engine brake stronger than the engine brake at the 5th, the shift position SP is moved from the D position to the M position. Switch to position. Then, by the first shift range setting control, the shift range at the M position becomes 5 ranges, and the gear stage remains at 5th.

  In this state, when the driver performs the downshift operation SD only once, the shift range is switched from the 5th range to the 4th range, and the gear stage is downshifted from the 5th to the 4th. As a result, a stronger acceleration torque or engine brake by a lower 4th gear stage can be obtained during high-speed traveling at which 5th is set by automatic shift control.

  Therefore, after shifting from the automatic transmission mode to the manual transmission mode, the downshift from the gear stage set in the automatic transmission mode to the gear stage lower by one can be performed by performing the downshift operation only once.

(effect)
Next, effects of the present embodiment described in detail above will be listed.
(1) In the automatic shift mode when the shift position SP is the D position, the T-ECU 15 changes the gear stage from the fifth speed based on the throttle opening TH and the vehicle speed V (first vehicle information) at that time. Select and set to automatic transmission 11.

  When the driver switches the shift position SP from the D position to the M position, the T-ECU 15 sets the shift range selected based on the vehicle speed V (second vehicle driving information) at that time in the automatic transmission 11. To do.

  Therefore, when switching to the manual transmission mode, a gear stage different from the gear stage set in the automatic transmission mode is set, so that a stronger engine brake intended by the driver is achieved by a smaller downshift operation in the manual transmission mode. Can be downshifted to a gear stage that provides

  On the other hand, in the shift control device for an automatic transmission for a vehicle disclosed in Japanese Patent Application Laid-Open No. 6-221417, when the driver returns the accelerator pedal with the intention of decelerating from the state of acceleration at 3rd during traveling in the automatic shift mode. The shift control device upshifts the gear stage from 3rd to 5th. When the driver switches the shift device from the D range to the B range with the intention of stronger deceleration, the gear stage is downshifted from 5th to 4th. However, since the engine brake intended by the driver is obtained at 2nd, which is one step lower than 3rd, it is necessary to perform two downshift operations in the B range.

On the other hand, in this embodiment, 2nd is set only by performing one downshifting operation SD after switching to the manual shift mode.
(2) In the manual shift mode, the T-ECU 15 sets the throttle opening TH and the vehicle speed V (first vehicle operation information) at that time within the shift range set when switching from the automatic shift mode. Based on this, a gear is selected, and the gear is set in the automatic transmission 11.

  Further, the T-ECU 15 switches the upper limit gear stage to a shift range that is one step higher based on the upshift operation SU in the manual shift mode, and similarly shifts the upper limit gear step one step lower based on the downshift operation. Switch to range.

Therefore, when traveling in the manual shift mode, the gear stage is automatically downshifted according to the vehicle operating state at that time.
For this reason, when operating in manual shift mode, downshifting is automatically performed when decelerating without applying stronger engine braking due to intentional downshifting, which eliminates the need for downshifting operations and facilitates driving. Become.

  (3) When the driver switches from the automatic transmission mode to the manual transmission mode, the T-ECU 15 selects the gear stage based on the vehicle speed V (second vehicle operation information) at that time, and the automatic transmission 11 Set to.

  Accordingly, when the vehicle is traveling in the automatic gear shift mode, when the gear shift mode is switched to the manual gear shift mode based on the driver's accelerator off, the gear position after the switch is The gear is set based on the throttle opening TH and the vehicle speed V by the automatic shift control before the accelerator is turned off.

  Therefore, an appropriate gear stage is set according to the vehicle speed V when switching to the manual shift mode regardless of the depression state of the accelerator pedal in the automatic shift mode. Then, by one downshift operation in the manual shift mode, it is possible to switch to a gear stage at which a stronger engine brake (or acceleration torque) than the driver intends can be obtained.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG. The present embodiment differs from the first embodiment in the following three points. First, the first point is that the automatic transmission has six gears. The second point is that the uphill / downhill control is performed in the automatic transmission mode. The third point is that the second shift range setting control is performed instead of the first shift range setting control. Accordingly, the same components as those in the first embodiment are denoted by the same reference numerals and the description thereof is omitted, and only three points different from the first embodiment will be described.

In the present embodiment, the T-ECU 15 is a manual shift gear position setting means, a manual shift shift range setting means, and an automatic shift speed limiting means.
In the automatic transmission mode when the shift position SP is at the D position, the T-ECU 15 selects a gear stage that can obtain appropriate fuel consumption and power from the first to sixth gears according to the vehicle operating condition at any time. Then, automatic shift control is performed to connect the gears. Also in the present embodiment, the gear stage is selected based on the vehicle speed V and the throttle opening TH as the first vehicle driving information, as in the first embodiment.

  Further, the T-ECU 15 enters the manual shift mode when the shift position SP is at the M position, and sequentially switches the shift range set at that time based on the upshift operation SU and the downshift operation SD. This shift range is obtained by adding six ranges to the five ranges of the first embodiment. For the 6 ranges, 1st to 6th can be selected. That is, when 5 ranges are set at that time, the T-ECU 15 switches to 6 ranges by a shift-up operation. If 6 ranges are set at that time, the range is switched to 5 ranges by a downshift operation. Further, the T-ECU 15 selects an appropriate gear stage from 1st to 6th according to the vehicle operating state and sets it to the automatic transmission 11 when the 6 ranges are set in the manual shift mode.

(Uphill / downhill control)
The T-ECU 15 performs uphill / downhill control that limits the upper limit of the gear stage set at that time to a lower gear stage based on the gradient resistance at the time of uphill / downhill in the automatic transmission mode.

  The uphill / downhill control is a known control, and in this embodiment, the gradient resistance at the time of uphill / downhill is detected based on the throttle opening TH and the vehicle acceleration obtained from the vehicle speed V. In the present embodiment, the gradient resistance during uphill or downhill is the third vehicle driving information.

  Specifically, when the magnitude of the slope resistance detection value (positive value) when climbing is greater than or equal to a predetermined first slope judgment value, 5th is the upper gear stage and an upshift from 5th to 6th And downshift from 6th to 5th. Similarly, when the magnitude of the detected value is equal to or greater than the second gradient determination value set to a value larger than the first gradient determination value, 4th is set as the upper gear, and the upshift from 4th to 5th is stopped. Also, a downshift from 5th, 6th to 4th is performed. Further, when the magnitude of the detected value is equal to or greater than the third gradient determination value set to a value larger than the second gradient determination value, 3rd is set as the upper gear, and the upshift from 3rd to 4th is stopped. In addition, a downshift from 4th, 5th, 6th to 3rd is performed.

  Further, when the detected value (negative value) of the slope resistance at the downhill is equal to or greater than a predetermined fourth slope judgment value, 5th is set as the upper gear stage, and the upshift from 5th to 6th is stopped. In addition, a downshift from 6th to 5th is performed. Similarly, when the magnitude of the detected value is equal to or greater than the fifth gradient determination value set to a value larger than the fourth gradient determination value, 4th is set as the upper gear, and the upshift from 4th to 5th is stopped. Also, a downshift from 5th, 6th to 4th is performed. Further, when the magnitude of the detected value is equal to or larger than the sixth gradient determination value set to a value larger than the fifth gradient determination value, 3rd is set as the upper gear, and the upshift from 3rd to 4th is stopped. In addition, a downshift from 4th, 5th, 6th to 3rd is performed.

  Further, when the shift position SP is switched from the D position to the M position when the uphill / downhill control is being executed in the automatic transmission mode, the T-ECU 15 determines the upper limit gear stage limited by the up / downhill control as the upper limit gear. Second shift range setting control for setting the shift range to be set is executed.

In the present embodiment, the upper limit gear stage limited by the uphill / downhill control is the second vehicle driving information.
(Second shift range setting control)
A control procedure of the second shift range setting control will be described with reference to the flowchart of FIG.

First, in S200, it is determined whether or not the shift position SP is at the M position. When the shift position SP is at the M position, the manual shift mode is maintained and the manual shift control is continued.
When the shift position SP is the D position in S200, the automatic shift control is executed from the manual shift mode to the automatic shift mode in S201.

  In the automatic shift control, first, in S202, it is determined whether or not the upper limit gear stage is being limited in the uphill / downhill control. When the upper limit gear stage is not limited, the automatic transmission control is continued after all the third speed flag XEN3rd, the fourth speed flag XEN4th and the fifth speed flag XEN5th are set to “0” in S203. Here, the 3rd speed flag XEN3rd, the 4th speed flag XEN4th and the 5th speed flag XEN5th are for setting the 3 range, 4 range and 5 range, respectively.

  On the other hand, when the upper limit gear stage is limited in S202, it is next determined in S204 whether the upper limit gear stage of the shift range set at that time is 3rd, 4th, or 5th.

  In S204, if the upper gear is 3rd, then in S205, the third speed flag XEN3rd is set to “1”. If the upper gear is also 4th, then in S206, the fourth speed flag XEN4th is set to “1”. 1 ”. If the upper gear is 5th in S204, the fifth speed flag XEN5th is set to “1” in S207.

  After execution of S205, S206, and S207, it is next determined in S208 whether or not the shift position SP has been switched from the D range to the M range. If the shift position SP remains at the D position, S201 is executed again.

  On the other hand, when the shift position SP is the M position in S208, first, in S209, it is determined whether or not the third speed flag XEN3rd is “1”. This process ends after switching to the range.

  If the 3rd speed flag XEN3rd is not “1” in S209, it is next determined in S211 whether or not the 4th speed flag XEN4th is “1”. After the switching, this process is terminated.

If the fourth speed flag XEN4th is not “1” in S211, the process is terminated after switching to the fifth range in S213.
(Function)
Next, the operation of the present embodiment configured as described above will be described.

  When the driver has the shift position SP as the D position and the vehicle is climbing the slope, the slope resistance due to the uphill slope is not less than the first slope judgment value and less than the second slope judgment value. The upper limit of the stage is limited to 5th.

  Here, when the driver wants to perform a downshift to obtain a climbing torque stronger than the climbing torque at 5th, the shift position SP is switched from the D position to the M position. Then, by the second shift range setting control, the shift range at the M position becomes 5 ranges, and the gear stage remains at 5th.

  In this state, when the driver performs a downshift only once, the shift range is switched from the 5th range to the 4th range, and the gear stage is downshifted from the 5th to the 4th. As a result, a stronger climbing torque can be obtained with the lower 4th gear stage when the vehicle travels gently uphill with 5th being set as the upper limit gear stage of the shift range by the uphill / downhill control.

  Further, in a moderate climbing state where the gradient resistance when the vehicle is climbing in the automatic shift mode is greater than or equal to the second gradient resistance determination value and less than the third gradient resistance determination value, the upper limit of the gear stage is set by the uphill / downhill control. Limited to 4th.

  Here, when the driver intends to perform a downshift to obtain a climbing torque stronger than the climbing torque at 4th, the shift position SP is switched from the D position to the M position. Then, by the second shift range setting control, the shift range at the M position becomes 4 ranges, and the gear stage remains at 4th.

  When the driver performs a downshift only once in this state, the shift range is switched from the 4th range to the 3rd range, and the gear stage is downshifted from 4th to 3rd. As a result, a stronger climbing torque can be obtained with the 3rd lower gear stage, which is lower by one stage, when the vehicle travels at an intermediate level where 4th is set as the upper limit gear stage by the climbing slope control.

Further, in a steep climb state where the slope resistance is higher than the third slope resistance determination value when the vehicle is climbed in the automatic shift mode, the upper limit of the gear stage is limited to 3rd by the up / down slope control.
Here, when the driver wants to perform a downshift to obtain a climbing torque stronger than the climbing torque at 3rd, the shift position SP is switched from the D position to the M position.

Then, by the second shift range setting control, the shift range at the M position becomes 3 ranges, and the gear stage remains at 3rd.
When the driver performs a downshift only once in this state, the shift range is switched from the 3 range to the 2 range, and the gear stage is downshifted from 3rd to 2nd.

As a result, a stronger climbing torque can be obtained by the 2nd gear stage, which is lower by one stage, during a steep climbing operation in which 3rd is set as the upper limit gear stage by the climbing slope control.
Therefore, after shifting from the automatic transmission mode to the manual transmission mode, the downshift from the gear stage set in the automatic transmission mode to the gear stage lower by one can be performed by performing the downshift operation only once.

  In addition, when the vehicle descends, as in the case of climbing, when the driver performs a downshift once, the vehicle is downshifted to a gear step that is one step lower than the upper limit gear step at that time. Strong engine braking can be obtained.

(effect)
Next, effects of the present embodiment described in detail above will be listed.
(4) When the driver switches from the automatic shift mode to the manual shift mode, the T-ECU 15 shifts the upper limit gear stage (third vehicle operation information) limited by the uphill / downhill control as the upper limit gear stage. Set the range.

  For this reason, even if the upper limit of the gear stage restricted by the uphill / downhill control in the automatic transmission mode is different, the upper limit gear stage that is restricted at that time is set when switching to the manual transmission mode. .

Accordingly, after the shift to the manual shift mode, it is possible to switch to a gear stage that provides a stronger climbing torque than intended by the driver by performing the shift down operation SD only once.
(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIGS. 9, 10, 11 and 12. FIG. This embodiment is different from the first embodiment only in the following two points. First, the first point is that an engine speed sensor 30, an intake air amount sensor 31, and an accelerator opening degree sensor 33 are newly provided. The second point is that the T-ECU 15 performs the third shift range setting control in the manual shift mode. Therefore, the description of the same configuration as the first embodiment is omitted, and only the two points different from the first embodiment will be described.

As shown in FIG. 9, the engine 16 is provided with an engine speed sensor 30 for detecting the engine speed NE.
An intake air amount sensor 31 that detects an intake air amount Vf of combustion air is provided at the inlet of the intake pipe 23.

The accelerator pedal 32 is provided with an accelerator opening sensor 33 that detects the accelerator opening tap.
In the present embodiment, the T-ECU 15 is a manual shift gear position setting unit and a manual shift range setting unit.

  The T-ECU 15 acquires the engine speed NE from the detection signal output from the engine speed sensor 30, acquires the intake air amount Vf from the detection signal output from the intake air amount sensor 31, and outputs the accelerator opening sensor 33. The accelerator opening tap is acquired from the detection signal.

The T-ECU 15 obtains the current vehicle acceleration gbef, which is the current vehicle acceleration, from the vehicle speed V acquired at sufficiently short time intervals.
Further, the T-ECU 15 obtains the engine torque from the acquired engine speed NE and the intake air amount Vf.

  Further, the T-ECU 15 is set when the obtained engine torque, vehicle speed V, and manual shift mode are in the shift range in which the upper gear is a gear step that is one step or two steps lower than the shift range set at that time. The post-shift acceleration gaf is estimated from the gear ratio of the gear and the transmission ratio of the power transmission system.

  The T-ECU 15 of the present embodiment sets the shift range when the shift down operation SD is performed in the manual shift mode based on the accelerator opening degree tap, the current vehicle acceleration gbef, and the post-shift acceleration gaf. The third shift range setting control is performed.

In the present embodiment, fourth vehicle driving information is grasped from the accelerator opening degree tap, the current vehicle acceleration gbef, and the post-shift acceleration gaf.
In the third shift range setting control, the T-ECU 15 determines whether or not the driver intends to accelerate based on the accelerator opening degree tap. Further, it is determined from the current vehicle acceleration gbef corresponding to the accelerator opening degree tap whether the vehicle is currently in an acceleration state, a steady running state, or a deceleration state. Further, it is estimated from the post-shift acceleration gaf corresponding to the accelerator opening degree tap at this time whether the vehicle is in an acceleration state, a steady running state, or a deceleration state after the shift. Then, from these determination results, the shift range to be set when the downshift operation SD is performed is determined.

(Third shift range setting control)
The control content of the third shift range setting control will be described with reference to the flowcharts shown in FIGS.

First, in S300, it is determined whether or not the manual shift mode is set based on the shift position SP. If the manual shift mode is not set, this control is not executed.
On the other hand, when it is the manual shift mode in S300, it is next determined in S301 whether or not the accelerator opening tap is less than a preset accelerator opening determination value tap1. The accelerator opening determination value tap1 is set to a value with which it can be determined whether or not the accelerator pedal 32 is depressed with the intention of the driver accelerating. That is, in S301, it is determined whether or not the driver has depressed the accelerator pedal 32 with the intention of accelerating.

(When the driver does not intend to accelerate)
When the accelerator opening degree tap is smaller than the accelerator opening degree determination value tap1 in S301, next, in S302, the non-acceleration flag tapcst is set to “1”.

  Next, in S303, it is determined whether or not the current vehicle acceleration gbef exceeds a preset non-acceleration first acceleration determination value regg1. The non-acceleration first acceleration determination value reg1 is a value that can determine the relative magnitude of the current vehicle acceleration gbef when the accelerator pedal 32 is depressed without the driver's intention to accelerate. Is set. That is, in S303, when the driver does not intend to accelerate and the accelerator pedal 32 is not depressed so much, is the current vehicle acceleration gbef determined by the driving force and running resistance at that time relatively large? Judge whether or not. Here, the running resistance is the sum of air resistance according to the vehicle speed V at that time, gradient resistance according to the inclination of the running road, and the like.

  In S303, if the current vehicle acceleration gbef is equal to or less than the non-acceleration first acceleration determination value regg1, next, in S304, the non-acceleration first acceleration flag gbefidic is set to “0”, and then S305 is executed.

  In S305, the post-shift acceleration gaf, which is the acceleration brought about by the gear set when the upper limit gear is switched to the shift range (X range) lower by one, is set in advance. It is determined whether or not it is smaller than the non-acceleration second acceleration determination value dcafg. The second acceleration determination value dcafg at the time of non-acceleration is a value that can determine the relative magnitude of the post-shift acceleration gaf brought about by the gear stage whose upper limit gear stage is set from a shift range lower by one stage. . That is, in S305, when the driver does not intend to accelerate, it is determined whether or not the post-shift acceleration gaf determined by the driving force and running resistance at that time is relatively large.

  Note that the gear range that is set when the shift range that is currently set is switched to a shift range in which the gear range that is one step lower is the upper limit gear step by the shift-down operation SD is 1 from the current gear step. There is a case where the gear is a lower gear and a gear that is the same as the current gear. That is, when the upper limit gear stage is set in the current shift range, the lower gear stage is set by downshifting the shift range. Further, when a gear stage lower than the upper limit gear stage is set in the current shift range, the set gear stage does not change even when the shift range is downshifted.

  If, in S305, the post-shift acceleration gaf caused by the gear set with the upper limit gear set by one lower shift range is smaller than the non-acceleration second acceleration determination value dcafg, then in S306, the non-acceleration first acceleration After setting the 2-acceleration flag gafidc to “1”, S308 is executed. On the other hand, if the post-shift acceleration gaf is equal to or greater than the non-acceleration second acceleration determination value dcafg in S305, next, in S307, the non-acceleration second acceleration flag gafidc is set to “0” and then S308 is executed. To do.

  On the other hand, when the current vehicle acceleration gbef exceeds the non-acceleration first acceleration determination value regg1 in S303, the non-acceleration first acceleration flag is set to “1” in S309, and then S310 is executed.

  In S310, the post-shift acceleration gaf brought about by the gear set when the current shift range is switched to the shift range (X-1 range) where the upper limit gear is two steps lower is the second acceleration determination value at the time of non-acceleration. It is determined whether or not it is smaller than dcafg. The second acceleration determination value dcafg at the time of non-acceleration is a value that can determine the relative magnitude of the post-shift acceleration gaf brought about by the gear stage set from a shift range whose upper limit gear stage is two steps lower. . That is, in S310 as well as S305, when the driver does not intend to accelerate, it is determined whether or not the post-shift acceleration gaf determined by the driving force and running resistance at that time is relatively large. To do.

  Note that the gear range that is set when the currently set shift range is switched to the shift range with the lower gear step being the upper limit gear step by the shift down operation SD is set from the current shift range. There are cases where the gear stage is two or one stage lower than the currently set gear stage and cases where the gear stage is the same as the current gear stage. That is, when the upper limit gear stage or the gear stage lower by one is set in the current shift range, the gear stage lower by two or one stage is set by downshifting the shift range. Further, when a gear stage that is two or more lower than the upper limit gear stage is set in the current shift range, there is no change in the set gear stage even when the shift range is downshifted.

  In S310, when the post-shift acceleration gaf caused by the gear set with the upper limit gear set by two steps lower is smaller than the non-acceleration second acceleration determination value dcafg, next, in S306, the non-acceleration first After setting the 2-acceleration flag gafidc to “1”, S308 is executed. On the other hand, when the post-shift acceleration gaf is equal to or greater than the non-acceleration second acceleration determination value dcafg in S310, next, in S307, the non-acceleration range setting flag gafidc is set to “0”, and then S308 is executed. .

(If the driver intends to accelerate)
In S301, when the accelerator opening degree tap is equal to or greater than the accelerator opening degree determination value tap1, next, in S311, the non-acceleration flag tapcst is set to “0”.

  Next, in S312, it is determined whether or not the current vehicle acceleration gbef exceeds a preset first acceleration determination value regg2 during acceleration. The acceleration first acceleration determination value reg2 is set to a value with which the relative magnitude of the current vehicle acceleration gbef when the accelerator pedal 32 is depressed with the intention of the driver to accelerate can be determined. That is, in S312, when the driver depresses the accelerator pedal 32 with the intention of acceleration, it is determined whether or not the current vehicle acceleration gbef determined by the driving force and running resistance at that time is relatively large. .

  If the current vehicle acceleration gbef is equal to or less than the first acceleration determination value regg2 in S312, next, in S313, the first acceleration flag gbeftac during acceleration is set to “1”, and then S314 is executed.

  In S314, the post-shift acceleration gaf caused by the gear set when the shift range currently set is switched to the shift range (X range) whose upper limit gear is lower by one is preset. It is determined whether or not the acceleration is smaller than the second acceleration determination value acafg. The acceleration second acceleration determination value acafg is a value with which the relative magnitude of the post-shift acceleration gaf brought about by the gear stage set from the shift range whose upper limit gear stage is lower by one stage can be determined. That is, in S314, when the driver does not intend to accelerate, it is determined whether or not the post-shift acceleration gaf determined by the driving force and running resistance at that time is relatively large.

  In S314, when the post-shift acceleration gaf caused by the gear stage whose upper limit gear stage is set from the lower shift range is larger than the second acceleration determination value acafg during acceleration, next, in S315, the second acceleration during acceleration. After setting the flag gaftaac to “1”, S308 is executed. On the other hand, if the post-shift acceleration gaf is equal to or less than the acceleration second acceleration determination value acafg in S314, the acceleration second acceleration flag gaftaac is set to “0” in S316, and then S308 is executed.

  On the other hand, when the current vehicle acceleration gbef is equal to or less than the first acceleration determination value regg2 in S312, next, in S317, the first acceleration flag gbeftacac during acceleration is set to “0”, and then S318 is executed.

  In S318, the post-shift acceleration gaf brought about by the gear set when the current shift range is switched to the shift range (X-1 range) where the upper limit gear is lower by two is the second acceleration determination value acafg during acceleration. It is determined whether or not it becomes smaller. The acceleration second acceleration determination value acafg is a value that can determine the relative magnitude of the post-shift acceleration gaf brought about by the gear stage set from the shift range whose upper limit gear stage is two steps lower. That is, in S318 as well as S314, when the driver intends to accelerate, it is determined whether or not the post-shift acceleration gaf determined by the driving force and running resistance at that time is relatively large. to decide.

  In S318, when the post-shift acceleration gaf caused by the gear set with the upper limit gear set from the shift range that is two steps lower is greater than the acceleration second acceleration determination value acafg, next in S315, the second acceleration during acceleration. After setting the flag gaftaac to “1”, S308 is executed. On the other hand, if the post-shift acceleration gaf is equal to or less than the acceleration second acceleration determination value acafg in S318, the acceleration second acceleration flag gaftaac is set to “0” in S316, and then S308 is executed.

Next, in S308, it is determined whether or not a downshift operation SD has been performed. When the downshift operation SD has not been performed, the processing from S300 is repeated.
On the other hand, when the downshifting operation SD is detected in S308, next, in S319, the non-acceleration flag tapcst, the non-acceleration first acceleration flag gbefidac, the non-acceleration second acceleration flag gafiddc, the acceleration first acceleration flag gbeftac, Each state of the acceleration second acceleration flag gaftaac is determined.

  If the non-acceleration flag tapcst is “1” and the non-acceleration first acceleration flag gbefidac is “0” and the non-acceleration second acceleration flag gafiddc is “1”, the process proceeds to S320. The current shift range is switched to a shift range (X range) in which the upper limit gear stage is one step lower. Similarly, when the non-acceleration second acceleration flag gafidc is “0”, in S321, the current shift range is switched to a shift range (X-1 range) where the upper limit gear stage is two steps lower.

  Further, when the non-acceleration flag tapcst is “1” and the non-acceleration first acceleration flag gbefidac is “1” and the non-acceleration second acceleration flag gafiddc is “1”, the process proceeds to S321. The current shift range is switched to a shift range (X-1 range) in which the upper limit gear stage is two steps lower. Similarly, when the non-acceleration second acceleration flag gafidc is “0”, in S322, the current shift range is switched to a shift range (X-2 range) in which the upper limit gear stage is three steps lower.

  On the other hand, when the non-acceleration flag tapcst is “0” and the acceleration first acceleration flag gbeftac is “1” and the acceleration second acceleration flag gaftaac is “1”, the current time is S321. The shift range is switched to a shift range (X range) where the upper limit gear stage is one step lower. Similarly, when the second acceleration flag gaftacac during acceleration is “0”, in S321, the current shift range is switched to a shift range (X-1 range) where the upper limit gear stage is two steps lower.

  Further, when the non-acceleration flag tapcst is “0” and the acceleration first acceleration flag gbeftac is “0” and the acceleration second acceleration flag gaftaac is “1”, the current time is S321. Is shifted to a shift range (X-1 range) in which the upper limit gear stage is two steps lower. Similarly, when the second acceleration flag gaftaac during acceleration is “0”, in S322, the current shift range is switched to a shift range (X-2 range) where the upper limit gear stage is lower by three stages.

(Function)
Next, the operation of the present embodiment configured as described above will be described.
(When the driver does not intend to accelerate)
For example, when the driver is driving in the manual shift mode by selecting, for example, 5 ranges, when the T-ECU 15 is set to 5th according to the driving state at that time, the driver decelerates or runs at a constant speed. If the accelerator pedal 32 is intentionally returned from the depressed state, the accelerator opening degree tap becomes less than the accelerator operation determination value tap1.

  At this time, the current vehicle acceleration gbef is the first acceleration determination value during non-acceleration when traveling in a state in which the traveling resistance is relatively large, such as during gentle downhill traveling, with respect to the vehicle driving force obtained at the 5th gear stage. Regg1 or less. That is, by returning the accelerator pedal 32, an engine brake having a certain level or more is applied to the vehicle, and the vehicle enters a traveling state in which the vehicle travels at a constant speed or decelerates.

  At this time, a downshift to 4 ranges with 4th as the upper gear stage, which is one step lower, is performed, and the running resistance at this time is relative to the vehicle driving force obtained at 4th that is downshifted from 5th. Is larger, the post-shift acceleration gaf becomes less than the second acceleration determination value dcafg during non-acceleration. That is, if downshifting to 4th, it is estimated that the engine brake stronger than the present time is obtained and the vehicle is in an operating state in which the vehicle decelerates at a greater deceleration.

  In this state, when the driver performs the shift down operation SD once for a stronger deceleration, the shift range is downshifted from the 5th range to the 4th range, and accordingly the gear stage is downshifted from the 5th to the 4th. .

  Accordingly, when the vehicle enters a gentle downhill while driving at 5th in the manual speed change mode, if the driver performs a downshift operation SD once for the purpose of stronger engine braking, The gear stage is downshifted from 5th to 4th, and an engine brake of an appropriate size according to the traveling state of the vehicle is applied.

  On the other hand, if the running resistance at this time is relatively small with respect to the vehicle driving force obtained at 4th, which is the lower gear stage, the post-shift acceleration gaf becomes equal to or greater than the second acceleration determination value dcafg during non-acceleration. That is, it is presumed that the engine is not so strong even if it is downshifted to 4th, and the vehicle is in a driving state where the vehicle does not decelerate so much.

  In this state, when the driver performs the downshift operation SD once for the purpose of stronger deceleration, the shift range is downshifted from the 5th range to the 3rd range, and the gear stage is directly downshifted from 5th to 3rd accordingly. The

  Therefore, when the 5th range is selected in the manual shift mode and the vehicle enters a slightly steep descent while driving at 5th, the driver performs a downshift operation SD once for the purpose of stronger engine braking. Then, the gear stage is directly downshifted from 5th to 3rd, and an engine brake of an appropriate size according to the traveling state of the vehicle is applied.

  In addition, when the accelerator pedal 32 is returned while traveling at 5th in the 5th range, if the running resistance is relatively small compared to the vehicle driving force obtained at the 5th gear stage, such as during a steep downhill run, The vehicle acceleration gbef exceeds the first acceleration determination value regg1 when not accelerating. That is, although the accelerator pedal 32 is returned, the vehicle is in a traveling state where the vehicle accelerates.

  At this time, if the running resistance at this time is relatively large with respect to the vehicle driving force obtained at 3rd, which is the second lower gear stage, the post-shift acceleration gaf becomes less than the second acceleration determination value dcafg during non-acceleration. That is, if the downshift is performed to 3rd, a stronger engine brake is obtained, and it is estimated that the vehicle is in an operating state in which the vehicle decelerates with a greater deceleration.

  In this state, when the driver performs the downshift operation SD once for the purpose of stronger deceleration, the shift range is downshifted from the 5th range to the 3rd range, and the gear stage is downshifted from 5th to 3rd accordingly. .

  Accordingly, when the vehicle enters a steep downhill run, if the driver performs a downshift operation SD once for the purpose of stronger engine braking, the gear stage is directly downshifted from 5th to 3rd, The engine brake of an appropriate size according to the traveling state of the vehicle is applied.

  On the other hand, if the running resistance at this time is relatively small with respect to the vehicle driving force obtained at 3rd, which is the second lower gear stage, the post-shift acceleration gaf becomes equal to or greater than the second acceleration determination value dcafg during non-acceleration. That is, even when downshifting to 3rd, it is estimated that the engine brake is not so strong and the vehicle is in a driving state where the vehicle is not decelerated so much.

  In this state, when the driver performs the downshift operation SD once for the purpose of stronger deceleration, the shift range is downshifted from the 5th range to the 2nd range, and accordingly the gear stage is directly downshifted from the 5th to the 2nd. The

  Therefore, when the vehicle enters a steep downhill driving while driving at 5th in the manual speed change mode, the driver performs a downshift operation SD once for the purpose of stronger engine braking. Then, the gear stage is directly downshifted from 5th to 2nd. And the engine brake of the appropriate magnitude | size according to the driving | running | working state of the vehicle at that time is applied.

(If the driver intends to accelerate)
In addition, when the driver is traveling in the manual shift mode, for example, by selecting 5 ranges, the driver intends to accelerate when the T-ECU 15 is set to 5th according to the traveling state at that time. When the accelerator pedal 32 is depressed, the accelerator opening degree tap becomes greater than or equal to the accelerator operation determination value tap1.

  At this time, the current vehicle acceleration gbef of the vehicle is the first acceleration determination value during acceleration when traveling in a state in which the traveling resistance is relatively small, such as when traveling slowly uphill, with respect to the vehicle driving force obtained at the 5th gear stage. It exceeds regg2. That is, when the accelerator pedal 32 is depressed, an acceleration force of a certain level or more is applied to the vehicle, and the vehicle is in a driving state in which the vehicle is accelerated to some extent.

  At this time, a downshift to 4 ranges with the first gear 4th as the upper gear stage is performed, and the traveling resistance at this time is relatively relative to the vehicle driving force obtained at 4th that is downshifted from 5th. If it is smaller, the post-shift acceleration gaf exceeds the acceleration second acceleration determination value acafg. That is, if downshifting to 4th, a stronger acceleration force than the present time is obtained, and it is estimated that the vehicle is in a driving state in which the vehicle accelerates with a greater acceleration.

  In this state, when the driver performs the shift down operation SD once for the purpose of stronger acceleration, the shift range is downshifted from the 5th range to the 4th range, and accordingly the gear stage is downshifted from the 5th to the 4th. .

  Accordingly, when the vehicle enters a gentle uphill driving while driving at 5th in the manual shift mode, if the driver performs a downshifting operation SD once for a stronger acceleration force, The stage is downshifted from 5th to 4th, and a driving force having an appropriate magnitude according to the traveling state of the vehicle at that time is obtained.

  On the other hand, if the running resistance at this time is relatively large with respect to the vehicle driving force obtained at 4th, which is one gear step lower, the post-shift acceleration gaf becomes equal to or less than the acceleration second acceleration determination value acafg. That is, even when downshifting to 4th, it is estimated that the vehicle is in a driving state in which a very strong acceleration force cannot be obtained and the vehicle does not accelerate so much.

  In this state, when the driver performs the downshift operation SD once for the purpose of stronger acceleration, the shift range is downshifted from the 5th range to the 3rd range, and the gear stage is directly downshifted from 5th to 3rd accordingly. The

  Therefore, when the vehicle enters a steep uphill driving while driving, if the driver performs a downshift operation SD once for the purpose of stronger acceleration, the gear stage is directly downshifted from 5th to 3rd, A driving force having an appropriate magnitude according to the traveling state at that time can be obtained.

  Further, when the accelerator pedal 32 is depressed during traveling at 5th in the 5th range, if the running resistance is relatively large as compared to the vehicle driving force obtained at the 5th gear stage, such as during steep climbing, the current vehicle The acceleration gbef is equal to or lower than the first acceleration determination value regg2 during acceleration. That is, although the accelerator pedal 32 is depressed, the vehicle is in a traveling state where the vehicle does not accelerate so much.

  At this time, if the running resistance at this time is relatively small with respect to the vehicle driving force obtained at 3rd, which is the second lower gear stage, the post-shift acceleration gaf exceeds the acceleration second acceleration determination value acafg. That is, if the shift is downshifted to 3rd, it is estimated that a stronger acceleration force can be obtained and the vehicle is in a driving state where the vehicle is accelerated at a stronger acceleration.

  In this state, when the driver performs the downshift operation SD once for the purpose of stronger acceleration, the shift range is downshifted from the 5th range to the 3rd range, and the gear stage is downshifted from 5th to 3rd accordingly. .

  Therefore, when the vehicle enters a steep climb while driving, if the driver performs the downshift operation SD once for the purpose of stronger acceleration, the gear stage is directly downshifted from 5th to 3rd, A driving force having an appropriate magnitude according to the running state of the vehicle is obtained.

  On the other hand, if the running resistance at this time is relatively large with respect to the vehicle driving force obtained at 3rd, which is the second lower gear stage, the post-shift acceleration gaf becomes equal to or less than the second acceleration determination value acafg during acceleration. That is, even when downshifting to 3rd, it is estimated that the vehicle is in a driving state in which a very strong acceleration force cannot be obtained and the vehicle does not accelerate so much.

  In this state, when the driver performs the shift down operation SD once for the purpose of stronger acceleration, the shift range is downshifted from the 5th range to the 2nd range, and accordingly the gear stage is directly downshifted from the 5th to the 2nd. The

  Accordingly, when the vehicle enters a steep uphill driving while selecting 5 ranges in the manual shift mode and driving at 5th, if the driver performs a downshift operation SD once for a stronger acceleration, The gear stage is directly downshifted from 5th to 2nd, and a driving force having an appropriate magnitude according to the traveling state of the vehicle at that time can be obtained.

(effect)
Next, effects of the present embodiment described in detail above will be listed.
(5) According to the present embodiment, when the driver does not depress the accelerator pedal 32 during traveling in the manual shift mode, if a downshift operation SD is performed once, a stronger and proper engine brake can be obtained. Downshifting to the shift range is performed. For this reason, it is not necessary to perform the shift down operation SD twice or more in order to obtain a gear stage capable of obtaining a stronger engine brake intended by the driver.

  Further, when the shift down operation SD is performed once with the accelerator pedal 32 depressed, a downshift to a shift range where a stronger and appropriate driving force can be obtained is performed. For this reason, it is not necessary to perform the shift-down operation SD twice or more in order to obtain a gear stage capable of obtaining a stronger acceleration force intended by the driver.

  On the other hand, in a conventional automatic transmission device with a range hold type manual shift mode, the shift range is switched to a shift range in which the shift range is increased by one step for each shift-up operation SU, and the shift down is performed. For each operation SD, the shift range is simply switched to a gear range that is one step lower than the upper limit gear.

  For this reason, conventionally, even if the downshifting operation SD is performed once during traveling in the manual shift mode, the downshift to the gear stage where the stronger engine brake or acceleration force intended by the driver is obtained is not performed, The downshift operation SD may have to be performed once or twice.

Therefore, according to the present embodiment, the downshift to the gear stage intended by the driver can be performed by the fewer downshift operations SD in the manual shift mode.
(Fourth embodiment)
Next, a fourth embodiment embodying the present invention will be described with reference to FIG. This embodiment is different from the first embodiment only in the following two points. First, the first point is that the uphill / downhill control is performed in the manual shift mode. The second point is that the fourth shift range setting control is performed during the uphill / downhill control performed in the manual shift mode. Therefore, the description of the same configuration as the first embodiment is omitted, and only the two points different from the first embodiment will be described.

In the present embodiment, the T-ECU 15 is a manual shift gear position setting means, a manual shift shift range setting means, and a manual shift speed limiting means.
(Uphill / downhill control)
In the manual shift mode, the T-ECU 15 determines the upper limit of the gear stage set from the currently set shift range when the vehicle is climbing and descending, and the upper limit gear of the shift range based on the gradient resistance at that time. Uphill / downhill control is performed to limit the gear to a lower gear.

The uphill / downhill control is a well-known shift assist control, and in this embodiment, the gradient resistance at the time of uphill / downhill is detected based on the throttle opening TH and the vehicle acceleration.
In the present embodiment, the gradient resistance during uphill or downhill is the third vehicle driving information.

  More specifically, when the 5th range is set in the manual shift mode, and when 4th is set as the gear stage at that time, the detected value (positive value) of the slope resistance at the time of climbing is a predetermined value. When the value exceeds the first gradient determination value, the setting of 5th is prohibited and the upper limit of the gear stage is limited to 4th.

  Similarly, when 4 range or 5 range is set, and 3rd is set as the gear stage at that time, the detected value of the gradient resistance at the time of climbing is set to a value larger than the first gradient determination value. When the value is equal to or greater than the second gradient determination value, the setting of 4th is prohibited and the upper limit of the gear stage is limited to 3rd.

  Further, when any of the 3 range, 4 range, and 5 range is set, and when 2nd is set for the gear stage at that time, the detected value of the gradient resistance at the time of climbing is the second gradient determination value. When the value exceeds the third gradient determination value set to a larger value, the setting of 3rd is prohibited. Then, the upper limit of the gear stage is limited to 2nd.

  In addition, when 5th range is set in the manual shift mode and 4th is set as the gear stage at that time, the magnitude of the detected value (negative value) of the slope resistance at the time of downhill is a predetermined value. When the value exceeds the fourth gradient determination value, the setting of 5th is prohibited and the upper limit of the gear stage is limited to 4th.

  Similarly, when 4 range or 5 range is set, and 3rd is set as the gear stage at that time, the magnitude of the detected value of the gradient resistance at the time of descending slope is larger than the fourth gradient determination value. Is also greater than or equal to the fifth gradient determination value set to a large value, the setting of 4th is prohibited and the upper limit of the gear stage is limited to 3rd.

  Further, when any of the 3 range, 4 range, and 5 range is set, and when 2nd is set for the gear stage at that time, the magnitude of the detected value of the slope resistance at the time of descending slope is The setting of 3rd is prohibited when the value is equal to or greater than the sixth gradient determination value set to a value larger than the five gradient determination value. Then, the upper limit of the gear stage is limited to 2nd.

  Further, the T-ECU 15 sets the shift range when the downshifting operation SD is performed during the uphill / downhill control in the manual shift mode based on the upper limit gear stage that is limited at that time. 4 Shift range setting control is performed.

In the present embodiment, the upper limit gear stage limited by the uphill / downhill control is the fourth vehicle driving information.
In the fourth shift range setting control, when the downshift operation SD (manual shift operation) is performed when the uphill / downhill control is performed in the manual shift mode, the T-ECU 15 is the upper limit limited by the uphill / downhill control. A shift range is set in which the upper gear is set to a gear lower by one gear than the first gear.

(4th shift range setting control)
The control procedure of the fourth shift range setting control will be described according to the flowchart shown in FIG.

First, in S400, based on the shift position SP, it is determined whether or not the manual shift mode is set. If the manual shift mode is not set, this control is not executed.
If the manual shift mode is set in S400, the gear position prohibition flag XEN is cleared in S401.

  Next, in S402, whether or not the shift range currently set is 5 and whether or not upshift to 5th is prohibited by uphill / downhill control and 4th is set as the gear stage. Judging.

If the upshift to 5th is prohibited in S402, next, in S403, “5th” is set to the gear position prohibition flag XEN, and then S404 is executed.
On the other hand, if the upshift to 5th is not prohibited in S402, then S404 is executed.

  In S404, whether or not the currently set shift range is 5 or 4 and upshift to 4th is prohibited by uphill / downhill control, and 3rd is set as the gear stage. Judging.

If the upshift to 4th is prohibited in S404, next, in S405, “4th” is set to the gear position prohibition flag XEN, and then S406 is executed.
On the other hand, if the upshift to 4th is not prohibited in S404, then S406 is executed.

  In S406, the currently set shift range is 5 range, 4 range or 3 range, and upshift to 3rd is prohibited by uphill / downhill control, and 2nd is set as the gear stage. Determine whether or not.

If the upshift to 3rd is prohibited in S406, next, in S407, “3rd” is set to the gear position prohibition flag XEN, and then S408 is executed.
On the other hand, when the upshift to 3rd is not prohibited in S406, S408 is executed next.

In S408, it is determined whether or not a shift-down operation SD has been performed. If the shift-down operation SD has not been performed, the processing from S400 is repeated.
On the other hand, when the downshifting operation SD is detected in S408, next, in S409, the gear set in the gear position prohibition flag XEN is determined.

  When the set gear stage is 5th, in S410, the currently set 5 range is downshifted to 3 range, and the gear stage is downshifted from 4th to 3rd accordingly.

  If the set gear stage is 4th, the currently set 5 range or 4 range is downshifted to 2 range in step S411, and the gear stage is downshifted from 3rd to 2nd accordingly.

  Furthermore, when the set gear stage is 3rd, in S412, the currently set 5 range, 4 range or 3 range is downshifted to 2 range, and the gear stage is kept at 2nd accordingly. .

(Function)
Next, the operation of the present embodiment configured as described above will be described.
When the driver travels by selecting the 5 range in the manual shift mode and the T-ECU 15 is set to 4th, if the vehicle moves to a gentle uphill travel, the upshift to 5th is prohibited by the uphill / downhill control. 4th is maintained.

  Here, when the driver performs the downshift operation SD once with the intention of a stronger climbing force, the shift range is downshifted from the 5th range to the 3rd range, and the gear stage is downshifted from 4th to 3rd.

  Therefore, when the vehicle enters a gentle uphill driving while driving at 4th with 5 ranges selected in the manual shift mode, the driver performs a downshift operation SD once with the intention of obtaining a stronger uphill force. Then, the gear stage is downshifted from 4th to 3rd.

  In addition, when the driver travels by selecting 5 range or 4 range in the manual shift mode and the T-ECU 15 is set to 3rd, if the vehicle moves to a slightly steep uphill running, the 4th is controlled by the uphill / downhill control. Upshift to is prohibited and 3rd is maintained.

  Here, when the driver performs the downshift operation SD once with the intention of a stronger climbing force, the shift range is downranged from 4 ranges to 2 ranges, and the gear stage is downshifted from 3rd to 2nd.

  Therefore, when 5 or 4 range is selected in the manual shift mode and the vehicle enters a slightly steep uphill driving while driving at 3rd, a downshift operation is performed with the intention of the driver to obtain a stronger uphill force. If SD is performed once, the gear stage is downshifted from 3rd to 2nd.

  Further, when the driver travels by selecting 5 range, 4 range, or 3 range in the manual shift mode, and the T-ECU 15 is set to 2nd, if the vehicle moves to a steep uphill run, the uphill / downhill control is performed. Therefore, the upshift to 3rd is prohibited and 2nd is maintained.

Here, when the driver performs the downshift operation SD once with the intention of a stronger climbing force, the shift range is downranged from 3 ranges to 2 ranges, and the gear stage remains at 2nd.
Therefore, when the vehicle enters a steep climb while driving at 2nd with 5 range, 4 range or 3 range selected in manual shift mode, the driver intends to obtain a stronger climbing force. Even if the down operation SD is performed once, the gear stage is not downshifted to 1st and is maintained at 2nd.

  On the other hand, when the downshift operation SD is performed in a traveling state where the gradient resistance is small and the uphill / downhill control is not performed during traveling in the manual shift mode, the current setting is set by the normal manual shift control. From the shift range, the upper gear is shifted down to a shift range that is one step lower.

  For this reason, for example, when the driver performs the downshift operation SD so that the upshift to 5th is not performed at the time of acceleration immediately after the start of running with the 5 range selected, the manual shift control is performed at that time. A downshift from the set gear is not performed.

(effect)
Next, the effect which this embodiment explained in full detail has is described.
(5) When downhill control is executed in the manual shift mode and setting of a gear position lower than the upper limit gear position of the shift range at that time is prohibited, one downshift operation SD (manual shift operation) Downshifting to a gear stage that provides a stronger climbing force is performed. Therefore, the gear stage is not downshifted even though the driver performs the downshifting operation SD with the intention of a stronger engine brake or driving force.

  On the other hand, when the uphill / downhill control is not performed in the manual shift mode, every time the downshift operation SD is performed, the shift range is shifted down to the shift range in which the gear stage that is one step lower than that at that time is the upper limit gear stage. For this reason, when the driver performs a downshift operation SD in order to intentionally prohibit an upshift to a higher gear stage during acceleration, the gear stage is not downshifted.

  On the other hand, in the conventional automatic transmission with a range hold type manual transmission mode, the driver intends to obtain a stronger climbing force when the uphill / downhill control is executed in the manual transmission mode. Even if the downshift operation SD is performed, the gear stage may not be downshifted despite the downshift operation SD. This is because, when a shift range in which the upper gear is set to a gear higher than the gear that is prohibited at that time is selected, the upper gear of the shift range is This is because the gear stage is not lower than the first gear stage. In this case, in order to downshift to a gear stage at which an intended climbing force can be obtained, one or two downshift operations SD are required.

  Further, in the automatic transmission shift switching device described in Japanese Patent Application Laid-Open No. 9-14417, when a downshift operation is performed, a downshift to a gear stage that is one or two steps lower than the current gear stage is performed. . However, with this technology, even when the driver intentionally prohibits an upshift to a higher gear stage during acceleration, a downshift from the gear stage at that time occurs. End up.

Therefore, according to the present embodiment, the downshift to the gear stage intended by the driver can be performed by the fewer downshift operations SD in the manual shift mode.
(Other embodiments)
Next, embodiments other than the first, second, third, and fourth embodiments are listed.

  In the second embodiment, the T-ECU 15 does not reach the required engine speed NE in the automatic shift mode when the coolant temperature TW as the third vehicle operation information is low, as in the uphill / downhill control. The control is performed at a low temperature to stop the upshift to the gear stage.

  This low temperature control is a known control, and when the water temperature TW is lower than a predetermined first water temperature determination value, the upshift is performed even in the vehicle driving state in which the upshift from 3rd to 4th is performed by the automatic shift control. Without performing, the upper limit of the gear stage is limited to 3rd. Similarly, when the water temperature TW is lower than the second water temperature determination value set higher than the first water temperature determination value, the upshift from 4th to 5th is not performed, and the upper limit of the gear stage is limited to 4th. Then, when the driver switches from the automatic transmission mode to the manual transmission mode, the T-ECU 15 shifts the upper limit of the gear stage (second vehicle operation information) limited by the low temperature control as the upper limit gear stage. Set the range.

  For this reason, even if the upper limit of the gear stage that is limited by the low temperature control in the automatic transmission mode is different, the upper limit gear stage that is restricted at that time is changed to the upper limit gear stage when switching to the manual transmission mode. The shift range to be set is set. As a result, it is possible to prevent setting of a gear stage at which the engine speed necessary for increasing the water temperature cannot be obtained after switching to the manual shift mode. Then, by one shift-down operation in the manual shift mode, it is possible to switch to a gear stage at which a stronger driving force or engine brake intended by the driver can be obtained.

  In the second embodiment, when the oil temperature of the circulating oil (ATF) of the automatic transmission as the third vehicle operation information is low, the upshift from a certain gear stage is stopped as in the low temperature control. The ATF oil temperature control is performed. When the upper limit of the gear stage is restricted by the ATF oil temperature control in the automatic transmission mode, the shift range after switching to the manual transmission mode is set to the upper limit gear stage restricted by the ATF oil temperature control. The shift range is the stage. Even in this case, even if the upper limit of the gear stage limited by the ATF oil temperature control in the automatic transmission mode is different, the upper limit gear stage that is restricted at that time is changed to the upper limit when switching to the manual transmission mode. The shift range for the gear stage is set. As a result, it is possible to switch to a gear stage in which a stronger driving force or engine brake than intended by the driver can be obtained by one downshift operation SD in the manual shift mode.

  In the first embodiment, as the second vehicle driving information, instead of the vehicle speed V, the shift range after switching is set based on the engine load when switching from the automatic shift mode to the manual shift mode; To do. The engine load can be estimated from, for example, the throttle opening TH and the engine speed NE. In this case, in the first shift range setting control, as shown in FIG. 15A, in S102, it is determined whether or not the engine load EGLD is greater than or equal to a predetermined first load determination value EGLD1. In S104, it is determined whether or not the engine load EGLD is equal to or larger than the second load determination value EGLD2 set to a value smaller than the first load determination value EGLD1. By this processing, the magnitude of the engine load EGLD is set to, for example, a large load state in which 3rd is selected in the automatic shift mode at the time of climbing and descending, or towing, a medium load state in which 4th is selected, and 5th A distinction is made between the three stages of the selected light load state. In the case of a heavy load state, in S103, the 3-range flag sftch3RG is set to “1”. In the case of an intermediate load state, the 4-range flag sftch4RG is set to “1”. The range flag sftch5RG is set to “1”. Such a configuration also has the effects described in (1) to (3) of the first embodiment.

  Moreover, in this embodiment, it has the same effect also as gradient resistance (running resistance) instead of engine load. The gradient resistance can be estimated from, for example, the throttle opening TH and the vehicle acceleration obtained from the vehicle speed V.

  In the first embodiment, as the second vehicle driving information, instead of the vehicle speed V, the shift after switching based on the accelerator depression speed (accelerator operating speed) when switching from the automatic shift mode to the manual shift mode. The range is set. The accelerator depression speed is obtained from the amount of change per time in the accelerator opening. In this case, in the first shift range setting control, as shown in FIG. 15B, it is determined in S102 whether or not the accelerator depression speed ACCF is equal to or higher than a predetermined first speed determination value ACCF1. In step S104, it is determined whether or not the accelerator depression speed ACCF is equal to or higher than a second speed determination value ACCF2 set to a value smaller than the first speed determination value ACCF1. As a result of this processing, the accelerator depression speed ACCF is set to a high speed at which the driver intends the strongest acceleration torque, a medium speed at which the next strong acceleration torque is intended, and a low speed at which the strong acceleration torque is intended. Distinguish by stage. When the speed is high, the 3-range flag sftch3RG is set to “1” at S103. When the load is medium, the 4-range flag sftch4RG is set to “1” at S105. When the load is small, the 5-range flag sftch5RG is set at S106. Is “1”. Such a configuration also has the effects described in (1) to (3) of the first embodiment.

Further, as the second vehicle driving information, an accelerator return speed (accelerator operation speed) may be used instead of the accelerator depression speed.
In the second embodiment, only the second shift range setting control may be performed. Further, in the third embodiment, only the third shift range setting control may be performed. In the fourth embodiment, only the fourth shift range setting control may be performed. Furthermore, it is good also as a structure which performs 1st-4th shift range setting control in the said 1st Embodiment.

  In the first to fourth embodiments, the T-ECU 15 sets the gear stage selected based on the second vehicle operation information when switching from the automatic transmission mode to the manual transmission mode, and sets the gear stage. Keep state. Based on the downshift operation SD or the upshift operation SU in the manual shift mode, the gear stage is upshifted or downshifted one by one. That is, the manual shift mode is implemented in a shift control device that is not a range hold type of the first to fourth embodiments but a gear hold type. According to such a configuration, there are effects described in (1) and (3) of the first embodiment.

  In the fourth embodiment, when traveling in the manual shift mode, the shift range in which the downshift is performed when the downshift operation SD is performed based on the accelerator depression speed (fourth vehicle driving information) of the accelerator pedal 32. Is set to be set.

  For example, as shown in FIG. 14, when it is determined in S500 that the manual shift mode is set, it is determined in S501 whether or not the accelerator depression speed ACCF exceeds a first speed determination value ACCF1. Further, in S502, it is determined whether or not the accelerator depression speed ACCF exceeds a second speed determination value ACCF2 that is smaller than the first speed determination value ACCF1. By the processing of S501 and S502, the accelerator depression speed ACCF is discriminated into three speed ranges of high speed, medium speed, and low speed, and a shift range for downshifting for each speed range is set in S503, S504, and S505. That is, when the accelerator depression speed ACCF is high, a downshift to a shift range that is three lower than the current shift range is set in S505, and when it is medium, the downshift is also reduced to two lower shift ranges in S504. Set the shift. Similarly, when the speed is low, a downshift to the next lower shift range is set in S503. Next, when the downshift operation SD is detected in S506, the downshift is performed to the shift range set in accordance with the accelerator depression speed ACCF in S507, S508, S509, and S510. When the set shift range becomes lower than the L range, the L range is set.

  According to this embodiment, when the driver depresses the accelerator pedal 32 and performs the downshifting operation SD, the downshift is performed according to the degree of the driver's acceleration request estimated based on the accelerator depression speed ACCF at that time. Shift range is set. Therefore, when accelerating in the manual shift mode, the downshift to the gear stage intended by the driver can be performed with fewer shift down operations SD.

In this embodiment, instead of the accelerator depression speed ACCF, the degree of the brake depression force (fourth vehicle driving information) applied to the brake pedal is determined, and a shift range for downshifting is set according to the degree. It is good also as a structure. In this case, when the driver depresses the brake pedal and performs the downshifting operation SD, the shift range that is downshifted according to the degree of the driver's deceleration request estimated according to the brake depression force at that time is obtained. Is set. Downshift operation SD with fewer downshifts to the gear stage intended by the driver during deceleration in manual shift mode
Can be done by. In addition, as brake depression force, the brake hydraulic pressure which a master cylinder supplies, or a brake boost pressure can be used.

  In the first to fourth embodiments, the shift down operation SD and the shift up operation SU in the manual shift mode may be performed by the shift device. That is, as shown in FIG. 16, a (+) position for a shift-up operation and a (−) position for a shift-down operation that can be selectively operated from the M position are provided. Then, a temporary switching operation of the shift lever from the M position to the (+) position is a shift-up operation SU, and a temporary switching operation from the M position to the (−) position is a shift-down operation SD.

(Other technical ideas)
Hereinafter, the technical ideas grasped from the respective embodiments will be listed together with their effects.
(1) An automatic transmission mode for setting a gear stage based on first vehicle driving information used for selecting a gear stage of the automatic transmission, and a manual transmission mode for setting a gear stage based on a manual transmission operation A shift control device for an automatic transmission for a vehicle that performs switching between an automatic transmission mode and a manual transmission mode based on a manual switching operation, the gear stage when the automatic transmission mode is switched to the manual transmission mode, A mode switching gear stage setting means that is set based on second vehicle driving information different from the first vehicle driving information, and a gear stage that is set when a manual shift operation is performed in the manual shift mode; 4. A shift control device for an automatic transmission for a vehicle, comprising: a manual gear change gear position setting unit that is set based on the vehicle driving information.

  (2) Based on the first gear driving information based on the automatic gear shift mode for setting the gear speed based on the first vehicle driving information used for selecting the gear speed of the automatic transmission and the manual gear shifting operation. A shift control device for an automatic transmission for a vehicle having a manual shift mode for changing a shift range of a gear stage to be set and performing switching between the automatic shift mode and the manual shift mode based on a manual switching operation. Shift range setting means for setting the shift range when the vehicle is switched to the manual shift mode based on second vehicle operation information different from the first vehicle operation information, and manual shift mode in the manual shift mode Manual shift shift range setting means for setting the shift range when the shift operation is performed based on the fourth vehicle driving information; Shift control system for an automatic transmission for a vehicle according to claim.

  (3) In the first and second aspects of the invention, first driving information acquisition means (throttle opening sensor 25, vehicle speed sensor 26) for acquiring the first vehicle driving information, and the automatic shift mode or manual shift Mode setting means (shift device 15) for setting the mode based on manual switching operation, and automatic transmission means (for setting the gear position of the automatic transmission based on the first vehicle operation information in the automatic shift mode) T-ECU 15), fourth driving information acquisition means (vehicle speed sensor 26, accelerator opening sensor 33) for acquiring the fourth vehicle driving information, and manual operation detecting means for detecting manual shift operation in the manual shift mode. (Vehicle automatic transmission) characterized by comprising (shift-up switch 13, shift-down switch 14).

The flowchart which shows the 1st shift range setting control of 1st Embodiment. The schematic block diagram which shows an automatic transmission. The block diagram which shows the electric constitution of an automatic transmission. The schematic diagram which shows the shift position of a shift apparatus. Explanatory drawing which shows the setting state of the gear stage in D, 2 and L position. Explanatory drawing which shows the switching state of the shift range in M position. Explanatory drawing which shows the switching state of the gear stage in each shift range. The flowchart which shows the 2nd shift range setting control of 2nd Embodiment. The schematic block diagram which shows the automatic transmission of 3rd Embodiment. The flowchart which shows 3rd shift range setting control. Same flowchart. Same flowchart. The flowchart which shows the 4th shift range setting control of 4th Embodiment. The flowchart which shows the 3rd shift range setting control in other embodiment. (A), (b) is a flowchart which shows the 1st shift range setting control in other embodiment. The schematic diagram which shows other embodiment of a shift apparatus.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Automatic transmission device, 11 ... Automatic transmission, 12 ... Shift device, 13 ... Shift up switch as manual operation detection means, 14 ... Similarly shift down switch, 15 ... Mode change gear stage setting means, Manual gear change gear Transmission electronic control unit (T-ECU) as a stage setting means, a shift range setting means at the time of mode switching, a shift range setting means at the time of manual shift, a shift restriction means at the time of automatic shift, and a shift limit means at the time of manual shift, 20 ... shift lever, 22 ... water temperature sensor, 25 ... throttle opening sensor, 26 ... vehicle speed sensor, 27 ... shift position sensor, 1st, 2nd, 3rd, 4th, 5th, 6th ... gear stage, ACCF ... other Accelerator depression speed, EGLD as second vehicle driving information and fourth vehicle driving information in the embodiment Engine, NE, engine speed constituting the fourth vehicle driving information in the third embodiment, SP, shift position, SU, shift up operation, SD, shift down operation, TH, in the first to fourth embodiments. 1st vehicle driving information, throttle opening that constitutes third vehicle driving information in the second and fourth embodiments, TW, water temperature as third vehicle driving information in other embodiments, V, 1st to 1st. 2nd vehicle in 1st Embodiment which comprises 1st vehicle driving information in 4th Embodiment, 3rd vehicle driving information in 2nd and 4th Embodiment, 4th vehicle driving information in 3rd Embodiment Vehicle speed as driving information, Vf. Intake amount constituting fourth vehicle driving information in the third embodiment, gaf ... acceleration after shifting, gbef ... current vehicle acceleration, tap ... in the third embodiment. 4 of accelerator opening constituting the vehicle driving information.

Claims (1)

An automatic transmission mode for setting a gear stage based on first vehicle driving information used for selecting a gear stage of the automatic transmission, and a manual transmission mode for setting a gear stage based on a manual transmission operation, In a shift control device for an automatic transmission for a vehicle that performs switching between an automatic shift mode and a manual shift mode based on a manual switching operation,
Manual shift gear position setting means for setting an initial gear position to be set when a shift down operation is performed in the manual shift mode based on fourth vehicle driving information ;
The fourth vehicle driving information includes an accelerator opening when a downshift operation is performed, a current vehicle acceleration, and a gear stage lower than a gear stage set when the downshift operation is performed. A shift control device for an automatic transmission for a vehicle, characterized in that it is grasped from an acceleration after shifting when set .

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