JP3244015B2 - Shift control device for automatic transmission for vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission for a vehicle, and more particularly, to a shift control device for improving starting performance when starting on a downhill.

[0002]

2. Description of the Related Art Conventionally, as a vehicle transmission, an automatic transmission in which a shift operation is automated has been frequently used. In the case of a small vehicle, the automatic transmission mainly employs a torque converter instead of a clutch. However, in large vehicles such as buses and trucks, the transmission amount of the driving torque is large, and it is difficult for the torque converter to sufficiently transmit the driving torque.

Therefore, an automatic transmission using a mechanical transmission similar to a manual transmission and having a clutch device capable of automatically connecting and disconnecting to this transmission has been developed for large vehicles. Thus, even when the transmission drive torque is large, the clutch can be automatically controlled in accordance with the shift timing, so that the shift can be performed not only manually but also automatically. In such an automatic transmission with a clutch, when the vehicle decelerates, the clutch is automatically disengaged to avoid engine stall.

Further, when the vehicle starts on a downhill, that is, starts running idle with the clutch automatically disengaged, the clutch is automatically reconnected to apply the engine brake at a predetermined gear. An apparatus configured as described above is disclosed in Japanese Patent Publication No. 5-31317.

[0005]

By the way, in the device disclosed in the above-mentioned publication, after the clutch is automatically reconnected, when the start of the downhill is completed and the vehicle speed exceeds a predetermined speed, the normal shift control is performed. Is to be resumed. When the normal shift control is performed as described above, the shift is performed according to the target shift speed set according to the driving state of the vehicle. However, if the target shift speed is on the low speed side, a shift shock occurs, which is not preferable. In particular, when the shift speed is set by the manual shift at the start of the downhill, when the shift mode is switched to the automatic shift thereafter, if the shift speed is large, the shift shock is very large. There is a fear.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and an object of the present invention is to provide a shift control device for an automatic transmission for a vehicle which can smoothly start without discomfort when starting from a downhill start. To provide.

[0007]

In order to achieve the above object, according to the first aspect of the present invention, there is provided a clutch for connecting and disconnecting a driving force from an engine, and a shift mode can be automatically shifted by a driver's operation. A shift control device for an automatic transmission for a vehicle, which is switchable between a simple automatic shift mode and a manual mode in which a shift speed can be selected according to the driver's intention. Target shift speed setting means for setting a gear position, accelerator operation state detection means for detecting an operation state of an accelerator pedal, clutch disengagement state detection means for detecting a disengagement state of the clutch, and the accelerator operation state detection means When it is detected that the pedal is not operated and the disengaged state of the clutch is detected by the clutch disengaged state detecting means, the idling state of the vehicle is detected. Downhill start determining means for determining that the vehicle is starting on a downhill, shift mode detecting means for detecting whether the shift mode is the automatic mode or the manual mode, and the downhill start determining means. When it is determined that the vehicle is starting on a downhill, the shift speed is set to a predetermined speed in the automatic mode, while in the manual mode, a shift speed control unit that holds the shift speed according to the driver's intention, A clutch control unit that brings the clutch in the disengaged state into the engaged state after the shift by the gear position control unit is completed; and a shift mode in the manual mode after the clutch is brought into the engaged state by the clutch control unit. When the mode is switched to the automatic mode, when the target shift speed is equal to or higher than the predetermined shift speed or a shift speed according to the driver's intention, the shift based on the target shift speed is performed. While capacity is characterized in that a shift regulating means for regulating the speed to the predetermined stage or the driver of the target gear position is smaller than the gear position corresponding to the intention.

Accordingly, when it is detected that the accelerator pedal is not operated and the disengaged state of the clutch is detected, the idling state of the vehicle is detected and it is determined that the vehicle is starting on a downhill. If the gear is in the automatic mode, the gear is set to a predetermined gear.On the other hand, if the gear is in the manual mode, the gear is held at the gear according to the driver's intention and the clutch is brought into the engaged state. When the mode is switched to, the shift based on the target shift speed is permitted when the target shift speed is equal to or higher than the predetermined shift speed or the shift speed according to the driver's intention, while being smaller than the predetermined shift speed or the shift speed according to the driver's intention. At times, shifting to the target shift speed is restricted, and, for example, the current shift speed is maintained as it is.

As a result, when the vehicle shifts from a start on a downhill to a normal running state, the shift control is normally performed according to the target shift speed. At this time, the shift mode is changed from the manual mode to the automatic mode. When the target gear is smaller than a predetermined gear or a gear according to the driver's intention, the shift to the target gear is restricted and held at, for example, the current gear, so that abrupt engine braking is performed. The shift shock due to the action is prevented, and good downhill starting is realized.

Further, the invention of claim 2 is characterized in that the shift restriction by the shift restricting means is released when the operation of the accelerator pedal is detected by the accelerator operation state detecting means. Therefore, even when the vehicle is starting on a downhill, if the driver has an intention to accelerate, the normal shift control is immediately performed with a good response.

Further, according to the third aspect of the present invention, there is further provided an engine rotational speed detecting means for detecting an engine rotational speed, wherein the shift restricting means is provided after the clutch control means engages the clutch. When the engine rotational speed is equal to or higher than a predetermined value, the shift to the target shift speed is permitted and restricted. Therefore,
After the clutch is engaged, if the engine rotation speed by the input from the drive system becomes equal to or higher than a predetermined value, even if the target gear is equal to or higher than a predetermined gear or a gear determined by the driver's intention, the gear shifts to the target gear. Accordingly, even if the gear is shifted to a higher gear, the occurrence of engine stall due to insufficient engine output is preferably prevented.

[0012]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 shows the overall configuration of a drive system of a vehicle (bus or the like) to which the shift control device according to the present invention is applied. Hereinafter, the configuration of the drive system of the vehicle including the shift control device will be described with reference to FIG.

Referring to FIG. 1, a diesel engine (hereinafter referred to as an engine) 1 has an engine output shaft 2.
The engine output shaft 2 is connected to a gear type transmission (hereinafter simply referred to as a transmission) 4 via a clutch device 3.
It is connected to the. As a result, the output of the engine 1 is transmitted to the transmission 4 via the clutch device 3, and the transmission 4 shifts. The transmission 4 is an automatic transmission that has seven forward speeds (first to seventh speeds) in addition to the reverse speed, and is capable of manual shifting as well as automatic shifting. . The clutch device 3 is configured to automatically control the connection and disconnection of the transmission 4 when the transmission 4 is automatically shifted, and the details will be described later.

The engine 1 has a fuel injection pump (hereinafter referred to as an injection pump) for supplying fuel to the engine 1.
6 are provided. The injection pump 6 is a device that operates the pump by the output of the engine 1 transmitted via a pump input shaft (not shown) to inject fuel. The injection pump 6 is provided with a control rack (not shown) for adjusting the fuel injection amount, and further provided with a rack position sensor 9 for detecting a rack position (control rack position) SRC of the control rack. Have been. In the vicinity of the pump input shaft, an engine rotation sensor 8 for detecting the rotation speed of the pump input shaft and detecting the rotation speed of the output shaft 2 of the engine 1, ie, the engine rotation speed Ne, based on the rotation speed is provided. I have.

The clutch device 3 is an ordinary machine in which a clutch plate 12 is brought into contact with a flywheel 10 by a pressure spring 11 so as to be in a connected state, while a clutch plate 12 is separated from the flywheel 10 to be in a disconnected state. The operation of the friction clutch can be automatically performed. That is, the air cylinder unit 16 functioning as a clutch actuator for clutch connection / disconnection is connected to the clutch plate 12 via the outer lever 12a.

An air tank 34 is connected to the air cylinder unit 16 via an air passage 30 serving as an air supply passage. Therefore, when air is supplied from the air tank 34 through the air passage 30, the air cylinder unit 16 automatically operates. As a result, the clutch plate 12 moves, and the connection and disconnection of the clutch are automatically performed.

The clutch device 3 is provided with a clutch stroke sensor (clutch disengagement state detecting means) 17 for detecting a moving amount of the clutch plate 12, that is, a clutch stroke amount SCL. Further, the input shaft 20 of the transmission 4 includes:
A clutch rotation sensor 22 for detecting the rotation speed of the input shaft 20, that is, the clutch rotation speed NCL is provided. The change lever 60 is a select lever of the transmission 4,
In addition to a (neutral) range, an R (reverse) range, and a D (drive) range corresponding to an automatic shift mode, an M (manual) range of first to seventh speeds corresponding to a manual shift mode is provided. .

The change lever 60 has a select position sensor (shift mode detecting means) for detecting each select position.
The select position sensor 62 is connected to an electronic control unit (ECU) 80. On the other hand, the ECU 80 determines that the gears of the transmission 4
That is, the gear shift unit 64 for switching the gear position
It is connected to the. Thereby, the select position sensor 6
The drive signal is supplied from the ECU 80 to the gear shift unit 64 in response to the position signal from the second gear 2, and the gear shift unit 64 is operated, whereby the gear position of the transmission 4 is switched according to the selected select range. When the select position is in the D range, the gear position is switched according to a shift control described later.

The gear shift unit 64 includes a plurality of solenoid valves (only one is shown in FIG. 1) 66 that are operated by an operation signal from the ECU 80 and a plurality of shift forks (not shown) in the transmission 4. Power cylinder (not shown). These power cylinders of the gear shift unit 64 are connected to the electromagnetic valve 66, the air passage 67,
And is connected to the above-described air passage 30, and thus operates when high-pressure operating air is supplied from the air tank 34. That is, the ECU 80
, Each power cylinder operates according to the operation signal, whereby the meshing state of the gear transmission 4 is appropriately changed.

A gear position sensor 68 for detecting each gear position is provided near the gear shift unit 64 of the transmission 4, and a current gear position signal, that is, a gear position signal is sent from the gear position sensor 68 to the ECU 80. Output to The accelerator pedal 70 is provided with an accelerator opening sensor (accelerator operation state detecting means) 72. The accelerator opening sensor 72 outputs the amount of depression of the accelerator pedal 70, that is, the accelerator opening VA. A vehicle speed sensor (vehicle speed detecting means) 78 for detecting a vehicle speed V is attached to the output shaft 76 of the transmission 4. Further, the brake pedal 50 is provided with a brake sensor 52.

Reference numeral 82 in FIG. 1 indicates an engine control unit provided separately from the ECU 80.
The engine control unit 82 is a device that supplies a signal from the ECU 80 corresponding to information from each sensor and accelerator opening information VA to an electronic governor (not shown) in the injection pump 6. Drive control is performed. That is, the engine control unit 82
When the command signal is supplied to the electronic governor from the control rack, the control rack operates to increase or decrease the fuel, thereby controlling the increase or decrease of the engine rotation speed Ne.

The ECU 80 includes a microcomputer (C
PU), a memory, and an interface for performing input / output signal processing. On the input side of the ECU 80, the above-described engine rotation sensor 8, rack position sensor 9, clutch stroke sensor 17, clutch rotation sensor 22,
The brake sensor 52, the select position sensor 62, the gear position sensor 68, the accelerator opening sensor 72, the vehicle speed sensor 78, and the like are connected to each other, and information from these sensors is input.

On the other hand, the solenoid valve 66, the engine control unit 82, the solenoid valve of the air cylinder unit 16, and the like are connected to the output side of the ECU 80. By the way, in the memory of the ECU 80, when the select position is in the D range, a shift map (not shown) for determining a target shift speed based on each value of the vehicle speed V, the accelerator opening VA, and the engine speed Ne is shown. ) Is stored (target gear position setting means). Therefore, when the select position is in the D range, the ECU 80 normally supplies a shift signal corresponding to the target gear to each solenoid valve 66 of the gear shift unit 64, whereby the gear position is shifted to the target gear position. The gear is switched to the gear, and the shift control is performed.

When the gears of the transmission 4 are switched and the shift is completed, a gear position signal is output from the gear position sensor 68. As a result, the current gear position can be recognized, and it can be confirmed whether or not the gear position has been reliably switched in response to the shift signal, that is, whether or not the meshing is in a normal state. When the shift control is performed, E
The CU 80 sends a shift signal corresponding to the target shift speed or the shift speed in the M range to each electromagnetic valve 6 of the gear shift unit 64.
6 and simultaneously the air cylinder unit 16
A drive signal is supplied to the solenoid valve. That is, when the shift signal is supplied and the shift is started, the switching of the solenoid valve is controlled at the same time. As a result, the air cylinder unit 16 automatically operates at the same time as the shift is started, the clutch plate 12 is separated from the flywheel 10, and the clutch device 3 is disengaged. Thereafter, when the shift is achieved, the solenoid valve is turned off, the clutch plate 12 is pressed against the flywheel 10, and the clutch device 3 is again connected.

Hereinafter, the operation of the thus constituted shift control device according to the present invention will be described. Referring to FIGS. 2 and 3, there is shown a flowchart of a start control routine executed by the ECU 80.
The start control on a downhill according to the present invention will be described in detail with reference to FIG.

First, in step S10 of FIG. 2, it is determined whether or not the accelerator is on. Specifically, it is determined whether the accelerator pedal 70 is depressed and the accelerator opening sensor 70 outputs the accelerator opening information VA. Here, considering the play allowance of the accelerator pedal 70,
If the accelerator opening VA is 10% or more of the whole, it is determined that the accelerator is on.

When the vehicle is being braked or stopped, no signal is supplied from the accelerator opening sensor 70 to the ECU 80.
The accelerator opening VA is less than 10% of the whole and the accelerator is off. Therefore, in such a case, the determination result of step S10 is false (No), and the process proceeds to step S12. In step S12, it is determined whether or not the clutch rotation speed NCL detected by the clutch rotation sensor 22 is equal to or more than a predetermined value NCL1 (NCL ≧ NCL1). If the rotation speed of the output shaft 76 is low and the clutch rotation speed NCL is lower than the predetermined value NCL1 as in the case where the vehicle is almost stopped or the vehicle is stopped, step S12 is performed.
Is false (No), and the process proceeds to step S14.

In step S14, the clutch device 3 is brought into a disengaged state (clutch disengaged). In other words, the clutch device 3 is set to the disengaged state in a state in which the accelerator is off and the clutch rotation speed NCL is low. Thereby, engine stall is avoided. In the next step S16, the flag F, which is a control variable, is reset to a value of zero. This flag F is set to a value of 1 when the later-described downhill start control ends, and will be described later in detail. When the clutch device 3 is disengaged and the flag F is reset to 0, the process proceeds to step S18 in FIG.

In step S18, when the selected position is in the D range, the shift control is performed based on the target shift speed read from the shift map. Here, since the accelerator is off according to the determination in step S10, the target shift speed is actually set according to the change in the vehicle speed V. And when the vehicle is nearing a standstill,
The shift stage is switched to a low speed stage for starting (here, the second speed stage). This makes it possible to perform a good start without a torque shortage at the time of the next start acceleration. When the select position is in the M range, the gear position is maintained as it is. Actually, the shift control is performed based on a separately provided control routine (not shown).

When the vehicle speed V is once decreased due to braking or the like and the clutch is disengaged (clutch disengaged state detecting means) as described above, the accelerator pedal 70 is depressed again when the vehicle is normally running on a flat road or the like. The vehicle should not accelerate unless you step on it. However, when the vehicle is on a downhill, the vehicle may move forward (run idle) due to gravity even if the determination result in step S10 is false and the accelerator is off. It is not preferable from the viewpoint of safety that the idle running state of the vehicle is continued with the clutch disconnected.

Then, when the free running is started and the rotational speed of the input shaft 20 of the transmission 4, that is, the clutch rotational speed NCL becomes a predetermined value NCL1 or more (NCL ≧ NCL1) and the result of the determination in step S12 is true, the vehicle goes downhill. It is determined that the start has been started (downhill start determination means), and the downhill start control is performed in step S20 and subsequent steps. That is, when the start of the downhill is detected, the clutch device 3 is brought into the contact state again to apply the engine brake. Hereinafter, the downhill start control will be described.

In step S20, it is determined whether or not the flag F has the value "1". That is, it is determined whether or not the downhill start control has been completed. Here, step S16
Since the flag F has been reset to 0, the determination result is false. In this case, the process proceeds to step S22. In step S22, it is determined whether or not the select position is in the D range, that is, whether or not the shift mode is the automatic shift mode. If the determination result is true and the D range is currently selected in the automatic shift mode, the process proceeds to step S24. In this case, the shift speed is switched to the third speed (predetermined speed) (shift speed control means). That is, in the downhill start control, the shift speed is switched to the third speed regardless of the target shift speed set as described above. That is, when the vehicle speed V is low, the target gear is set to the second gear as described above. However, since the reduction gear ratio is large at the second gear, the state becomes closer to braking than starting, which is not preferable. Therefore, in this case, the third speed is set so that the vehicle can be started and accelerated properly while the engine brake is being applied appropriately. As a result, it is possible to start on a downhill without a sense of discomfort.

On the other hand, if the decision result in the step S22 is false,
If the select position is not the D range but the M range, that is, if the shift mode is the manual shift mode, the process proceeds to step S26. In the manual shift mode, it can be considered that an appropriate shift speed based on the driver's intention is selected. Therefore, in this case, step S26
In (2), the gear stage is held as it is (current stage holding) (gear stage control means).

Then, in the next step S27, the clutch device 3 is returned to the engaged state in accordance with the setting or holding of the gear in step S24 or step S26 (clutch control means). As a result, the engine brake works well and the idle running of the vehicle is suitably prevented. As described above, in the automatic shift mode, the third speed is set, and in the manual shift mode, the shift speed is held to prevent the vehicle from running idle. Then, in the next step S28, the engine rotation speed Ne is equal to or more than the predetermined value Ne1 (Ne ≧ Ne1). ) Is determined. This determination is for determining whether or not to end the downhill start control.

If the result of the determination in step S28 is false and the engine speed Ne has not reached the predetermined value Ne1, the process proceeds to step S32, in which the engine speed Ne is now set to the predetermined value Ne2 (however, Ne2 <Ne1) or less (Ne ≦)
Ne2) is determined. If the determination result of step S32 is false and the engine speed Ne is higher than the predetermined value Ne2, that is, if the engine speed Ne is equal to the predetermined value Ne2
If it is between the predetermined value Ne1 and the predetermined value Ne1, the process returns to step S22 and the downhill start control is continuously performed.

If the result of the determination in step S32 is true and the engine rotation speed Ne is equal to or less than the predetermined value Ne2, although the downhill start control has been started once, the driver may perform a brake operation or the like during the downhill start control. Thus, it can be considered that the engine rotation speed Ne is decreasing in an attempt to stop the vehicle. Therefore, in such a case, the process returns to step S10 to prevent the downhill start control from being continued as it is when the vehicle is stopped and the vehicle is restarted by the accelerator-on.

On the other hand, if the decision result in the step S28 is true,
If the engine rotation speed Ne is equal to or higher than the predetermined value Ne1, the process proceeds to step S30. Engine speed Ne
Is greater than or equal to the predetermined value Ne1, it can be considered that the vehicle is no longer in the starting state but in the traveling state. For example, a later-described step S3
From the determination result of 8, it can be determined that the engine will not stall even if the gear position is controlled as usual based on the target gear position. Accordingly, step S28 is thus performed.
Is true and the engine speed Ne is equal to or higher than the predetermined value Ne1, the downhill start control is terminated. Then, in the next step S30, the value 1 is set to the flag F in order to store the end of the downhill start control.

After executing step S30, the process proceeds to step S34 in FIG. Step S34 and subsequent steps are transition processing control for transitioning from the downhill start control state to the normal shift control state. In step S34, it is determined again whether the selected position is in the D range, that is, whether the shift mode is the automatic shift mode. If the result of the determination is false, the shift speed is in the M range, and the shift mode is the manual mode, the process proceeds to step S36, and the selected shift speed is held as it is in step S26. (Keep current stage).

On the other hand, if the decision result in the step S34 is true and the select position is in the D range, then the step S34 is executed.
Proceed to 38. In this step S38, it is determined whether or not the target shift speed based on the shift map is equal to or higher than the currently selected shift speed (target speed ≧ current speed). If the result of the determination in step S38 is true and the target shift speed is equal to or higher than the current shift speed, the process proceeds to step S18, and normal shift control is performed based on the target shift speed as described above. On the other hand, if the determination result of step S38 is false and the target gear is smaller than the current gear, then step S4
Go to 0 and keep the current gear as it is (current gear holding)
(Shift control means).

That is, as described above, for example, when the vehicle is in the D range during the downhill start control, the shift speed is set to the third speed by executing step S24. When the speed is the third speed or higher (third speed or higher), normal shift control is performed based on the target speed, while the target speed is smaller than the third speed (here, 2nd speed). In the case of (gear), the third gear is held as it is.

Thus, after exiting the downhill start control,
The speed is not suddenly shifted to a speed lower than the current speed, so that an unexpected shift shock due to sudden application of the engine brake is suitably prevented. Then, when the transition processing control is performed and this routine is repeated, the next step S10
When step S20 is executed after step S12, since the flag F has the value 1, the determination result in step S20 is true. That is, as long as the flag F has the value 1, the shift processing control is continuously performed.

By the way, while the shift processing control is being continued, the select position, which was in the M range at the start of the downhill start control, is switched to the D range in the automatic mode by the driver's operation. In some cases. However, in the shift control device of the present invention, even in such a case, the determination result of step S38 is true, and the shift speed in the M range where the target shift speed has been selected (for example, the third speed is selected). If it is the third speed or higher), the normal shift control is also performed based on the target shift speed (step S18). On the other hand, if the determination result of step S38 is false and the target gear is smaller than the gear in the M range (for example, the second gear), the gear in the M range (for example, the third gear) is changed. It will be kept as it is.

Accordingly, even if the shift operation is switched from the M range to the D range during the transition processing control after exiting the downhill start control, the gear is suddenly shifted to a lower gear than the current gear. , And the engine brake is not suddenly applied similarly to the case where the D range is continued, and an unintended shift shock is suitably prevented.

If the accelerator pedal 70 is operated during the start control and the accelerator pedal is turned on, and if the result of the determination in step S10 is true, step S18 is directly executed and the normal operation based on the target shift speed is performed. Start control (gearshift control) is performed with good response as in the case of normal acceleration traveling. As described above, in the shift control device for an automatic transmission for a vehicle according to the present invention, when the vehicle starts on a downhill, in the automatic shift mode (D range), the shift is performed to the third speed, In the manual shift mode (M range), the selected gear position is maintained (downhill start control), and when the downhill start control ends, the selected position is in the D range. When the current gear is smaller than the target gear, the gear is held at the current gear (current gear holding) (shift processing control), so that the shift from the downhill start control to the normal gear control is performed. In this case, the occurrence of a shift shock due to sudden application of the engine brake is suitably prevented, and a good downhill start can be realized without the driver feeling uncomfortable.

In particular, even if the shift mode is the manual shift mode (M range) during downhill start control, and then the mode is switched to the automatic shift mode (D range) during the shift processing control, the shift speed at that point in time is changed. Is smaller than the target shift speed, the shift speed in the M range at the time of downhill start control is maintained as it is. Can be.

In the above-described embodiment, when the vehicle is in the manual shift mode (M range) during the downhill start control and then switched to the automatic shift mode (D range) during the shift processing control, step S40 in FIG. As shown in the figure, the current gear is held at the current gear. However, during downhill start control, the driver tends to select the same third gear as that set in the D range even in the manual gearshift mode. Therefore, also in this case, the third gear may be set in the same manner as when the D range is maintained. That is, a good result can be obtained even when the "current gear holding" in step S40 in FIG. 3 is set to "3rd gear".

In the above embodiment, the change lever 6
0 has each M (manual) range of 1st gear to 7th gear as a manual shift mode, but the present invention is not limited to this. It may be of a type in which the (+) and down (-) instructions are used to switch the gear position in the M range.

[0048]

As described above in detail, according to the shift control device for an automatic transmission for a vehicle according to the first aspect of the present invention,
When the vehicle shifts from a start on a downhill to a normal running state, the shift control is normally performed according to the target shift speed, but at this time, even if the shift mode is switched from the manual mode to the automatic mode, If the target gear is smaller than a predetermined gear or a gear according to the driver's intention, the gear shift to the target gear can be restricted and maintained at, for example, the current gear, whereby a gear shift due to a sudden engine brake action can be performed. Shock can be suitably prevented. Therefore, it is possible to realize a good start on a downhill slope without a sense of incongruity.

According to the shift control device for an automatic transmission for a vehicle of the present invention, even if the driver is willing to accelerate, even during a start on a downhill, the normal shift control can be immediately performed with good response. Can be implemented. According to the shift control device for an automatic transmission for a vehicle of the present invention, if the engine speed is higher than a predetermined value by an input from the drive system after the clutch is engaged, the target shift speed The gear shift according to the target shift speed is performed at a predetermined speed or at a speed higher than the gear speed according to the driver's intention. Even if the shift speed is shifted to a higher speed side, the occurrence of engine stall due to insufficient engine output is appropriately prevented. can do.

[Brief description of the drawings]

FIG. 1 is a diagram showing an overall configuration of a drive system of a vehicle to which a shift control device according to the present invention is applied.

FIG. 2 is a part of a flowchart showing a control routine of start control according to the present invention.

FIG. 3 is the remaining part of the flowchart showing the control routine of the start control, following FIG. 2;

[Explanation of symbols]

Reference Signs List 1 diesel engine 3 clutch device 4 transmission 8 engine rotation sensor (engine rotation speed detecting means) 22 clutch rotation sensor 62 select position sensor (shift mode detecting means) 68 gear position sensor 70 accelerator pedal 72 accelerator opening degree sensor (accelerator operation state) Detecting means) 78 Vehicle speed sensor 80 Electronic control unit (ECU)

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-7-305762 (JP, A) JP-A-1-279144 (JP, A) Japanese Utility Model 62-1443853 (JP, U) Japanese Utility Model Sho 63- 112654 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 61/00-61/24 B60K 41/00-41/28

Claims (3)

(57) [Claims] An automatic transmission mode having a clutch for connecting and disconnecting a driving force from an engine, and a manual operation mode capable of automatically selecting a shift mode by a driver's operation, and a manual shift mode capable of selecting a shift speed according to the driver's intention. A shift control device for an automatic transmission for a vehicle, which is switchable between the automatic shift mode and a target shift speed, wherein target shift speed setting means for setting a target shift speed for the automatic shift mode based on a driving condition of the vehicle; Accelerator operation state detection means, clutch disengagement state detection means for detecting the disengagement state of the clutch, the accelerator operation state detection means detects that the accelerator pedal is not operated, and the clutch disengagement state detection means Downhill start determining means for detecting an idle running state of the vehicle when the clutch disengagement state is detected and determining that the vehicle is starting downhill; Shift mode detecting means for detecting whether the shift mode is the automatic mode or the manual mode; and when the downhill start determining means determines that the vehicle is starting on a downhill, the shift speed is automatically set to the automatic speed. In the manual mode, the clutch is in the disengaged state while the manual mode is set to a predetermined gear, while in the manual mode, the gear is controlled to a gear according to the driver's intention. A clutch control unit that sets the target shift speed to the predetermined speed or a predetermined speed when the shift mode is switched from the manual mode to the automatic mode after the clutch is brought into the engaged state by the clutch control unit. When the shift speed is higher than the gear position according to the driver's intention, the shift based on the target gear position is permitted, while the gear change according to the predetermined gear position or the driver's intention is allowed. Shift control apparatus for a vehicular automatic transmission, characterized in that it and a shift regulating means for regulating the gear shift to the target gear is smaller than the stage. 2. The control of shifting by the shifting control means is as follows.
It is released when the operation of the accelerator pedal is detected by the accelerator operation state detecting means,
The shift control device for an automatic transmission for a vehicle according to claim 1. 3. An engine rotational speed detecting means for detecting an engine rotational speed, wherein the shift restricting means sets the engine rotational speed to a predetermined value after the clutch control means engages the clutch. 3. The system according to claim 1, wherein when the above-mentioned conditions are satisfied, the shift to the target shift speed is permitted and regulated.
A shift control device for an automatic transmission for a vehicle according to claim 1.