JP3839884B2 - Control device for automatic transmission for vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for an automatic transmission for vehicles such as an automatic stepped transmission and a continuously variable transmission, and more specifically, by operating a shift operation device such as a shift lever or a shift switch provided in a driver's seat. The present invention relates to a control device for an automatic transmission for a vehicle in which a gear having a fixed gear ratio can be selected.
[0002]
[Prior art]
By operating a shift operation device such as a shift lever and a shift switch provided in a driver's seat in a vehicle equipped with an automatic transmission, for example, an automatic stepped transmission (AT), a continuously variable transmission (CVT), etc. There is a vehicle in which a gear stage having a fixed gear ratio can be arbitrarily set to enable traveling like a manual transmission.
[0003]
Such a vehicle has an automatic transmission mode for so-called automatic transmission and a manual transmission mode for manual transmission that automatically changes the gear ratio according to the driving state. In the mode, the gear ratio is automatically controlled so that the best fuel economy rotational speed of the engine according to the throttle opening and the vehicle speed is obtained, for example, so that the best fuel economy control is performed.
[0004]
On the other hand, in the manual speed change mode, the speed is controlled to an arbitrary fixed speed ratio set by the driver's operation, and the manual speed change can be performed by sequentially changing the fixed speed ratio by the driver's operation.
[0005]
However, in the case where the engine brake is effectively operated by selecting a large speed ratio by a downshift operation by the speed change operation device during high speed traveling with a small speed ratio selected in the manual speed change mode, the selected speed ratio is If it is too large, the engine will overspeed. Further, when a small gear ratio is selected by a shift-up operation, if the selected gear ratio is too small, there is a problem that the engine is under-rotated.
[0006]
Japanese Patent Laid-Open No. 6-042627 is a prior art for preventing excessive engine rotation during downshifting during high speed traveling.
[0007]
In this prior art, when the driver downshifts by operating a set torque ratio selection device, for example, a shift lever, while driving at high speed, if the selected torque ratio is too large, that is, the gear ratio is too large, the input It is disclosed that when the rotational speed of a member exceeds a set value set near the maximum allowable rotational speed of the engine, the current torque ratio, that is, the current gear ratio is maintained regardless of the output signal of the shift signal generator. Has been.
[0008]
Therefore, according to this prior art, when the driver performs a downshift operation and the selected gear ratio is too large and the rotational speed of the input member exceeds a predetermined value, the gear ratio of the transmission is controlled regardless of the downshift operation. Is maintained at the current gear ratio, preventing excessive rotation of the engine and protecting the engine.
[0009]
[Problems to be solved by the invention]
According to the above prior art, if the driver performs a downshift and the selected gear ratio is too large, the current gear ratio is maintained regardless of the downshift operation, preventing excessive engine rotation and preventing engine Protection is achieved.
[0010]
However, in that case, since the speed ratio is merely maintained at the current speed ratio, the speed ratio remains as it is despite the downshift operation, and the driver is in an operating state of the automatic transmission with respect to the downshift operation. Cannot be confirmed, and it can be confirmed for the first time by shifting down again within the allowable engine speed range after the vehicle speed decreases.
[0011]
Therefore, the driver may feel uneasy, and smooth downshifting may be hindered even if the downshifting operation is performed for engine braking on a downhill or the like.
[0012]
The present invention has been made in view of such a point, and an object of the present invention is to provide a control device for an automatic transmission excellent in safety that enables an appropriate shift operation without giving anxiety to the driver. It is to provide.
[0013]
[Means for Solving the Problems]
A control device for an automatic transmission according to the present invention that achieves the above object is as follows. An automatic transmission mode for automatic transmission and a manual transmission mode for manual transmission that automatically change the gear ratio according to the driving condition are provided. An automatic transmission for a vehicle having a plurality of shift speeds having mutually different fixed speed ratios, and capable of selecting a selectable shift speed defined by an allowable engine speed from the plurality of shift speeds by operating a shift operating device The control device includes a display device that displays a shift stage that can be selected by operating the shift operation device.
[0014]
Accordingly, since the pre-selectable shift speed is displayed on the display device, the driver can check the pre-selectable shift speed, avoiding the driver's anxiety, and a smooth shift operation device. Can be operated.
[0019]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to the drawings, taking as an example the case where the automatic transmission is a continuously variable transmission.
[0020]
Referring to FIG. 1, the outline of a power transmission system including a continuously variable transmission will be described. An engine 1 is connected to a primary shaft 5 of a continuously variable transmission 4 via a clutch 2 and a forward / reverse switching device 3.
[0021]
In the continuously variable transmission 4, a secondary shaft 6 is arranged in parallel to a primary shaft 5, a primary pulley 7 is provided on the primary shaft 5, and a secondary pulley 8 is provided on the secondary shaft 6. A primary cylinder 9 and a secondary cylinder 10 are provided on each movable side, and a drive belt 11 is wound around each.
[0022]
Here, the primary cylinder 9 has a larger pressure receiving area than the secondary cylinder 10, and the primary pressure continuously changes the ratio of the winding diameter of the drive belt 11 to the primary pulley 7 and the secondary pulley 8 to continuously change the speed. It is supposed to be.
[0023]
The secondary shaft 6 is connected to an output shaft 13 through a set of reduction gears 12, and the output shaft 13 is transmitted to the drive wheels 16 through a final gear 14 and a differential gear 15.
[0024]
Next, the hydraulic control system of the continuously variable transmission 4 will be described. First, an oil pump 20 driven by the engine 1 is provided, and a line pressure oil passage 21 on the discharge side of the oil pump 20 communicates with the secondary cylinder 10, the line pressure control valve 22, and the transmission control valve 23, and the transmission control valve 23. To the primary cylinder 9 through the oil passage 24. The line pressure oil passage 21 further communicates with one of the secondary solenoid valve 27, the primary solenoid valve 28, and the speed change control valve 23 via the orifice 32, and the line pressure is the original pressure of each solenoid valve 27, 28.
[0025]
Each solenoid valve 27, 28 is turned on, for example, discharged by a duty signal from the control unit 40, and turned off to output a hydraulic pressure equal to the line pressure, and generates such a pulsed control pressure. The control pressure from the secondary solenoid valve 27 acts on the line pressure control valve 22 through the oil passage 25. On the other hand, the pulsed control pressure from the primary solenoid valve 28 acts on the other side of the shift control valve 23 by the oil passage 26.
[0026]
The line pressure control valve 22 controls the line pressure PL based on the gear ratio i and the engine torque T by the control pressure from the secondary solenoid valve 27.
[0027]
The speed change control valve 23 is repeatedly applied to an oil supply position for connecting the oil passages 21 and 24 and an oil discharge position for draining the oil passage 24 according to the relationship between the line pressure of the original pressure and the pulse-like control pressure from the solenoid valve 28. Switch operation.
[0028]
Then, the operation state at the two positions is changed according to the duty ratio to control the flow rate Q of the oil supply or exhaust oil to the primary cylinder 9 to control the shift.
[0029]
The electronic control system of the control unit 40 will be described with reference to FIG.
[0030]
First, a primary pulley rotation speed sensor 41 that detects a primary pulley rotation speed Np, a secondary pulley rotation speed sensor 42 that detects a secondary pulley rotation speed Ns, an engine rotation speed sensor 43 that detects an engine rotation speed Ne, and a throttle opening θ are detected. A throttle opening sensor 44 is provided.
[0031]
A shift speed control system in the control unit 40 will be described. An actual transmission ratio calculation means 45 for inputting the primary pulley rotation speed Np and the secondary pulley rotation speed Ns is provided, and the actual transmission ratio i is calculated by i = Np / Ns. Further, the secondary pulley rotation speed Ns and the throttle opening θ are input to the target primary rotation speed calculation means 46, and the target primary pulley rotation speed Npd is determined by a table of Ns−θ.
[0032]
Here, the shift range will be described. The automatic transmission mode and the manual transmission mode have the automatic transmission mode and the automatic transmission mode. It is set between iL, the minimum transmission ratio iH, and the maximum transmission line LH and the minimum transmission line LL. As shown in FIG. 3B, the engine brake Ds range is set so that the engine brake can be operated by downshifting the minimum transmission line L'L to the higher primary pulley rotation speed Np in the above-described D range. . The reverse is set so that the primary pulley rotation speed Np is maximized and fixed at the maximum gear ratio iL as shown in FIG.
[0033]
On the other hand, in the manual shift mode, FIG. 4 shows the relationship between the primary pulley rotation speed Np and the secondary pulley rotation speed Ns in the first speed, second speed,... As shown by 3nd, 4th, 5th, and 6th, the fixed speed ratio i that maximizes the primary pulley rotation speed Np at the first speed ₁ It is set to be fixed to. And each fixed gear ratio i of 2nd speed, 3rd speed ... 6th speed ₂ , I _Three ... i ₆ Is set so as to sequentially shift to the minimum speed ratio iH side between the maximum speed ratio iL and the minimum speed ratio iH. ₁ , I ₂ , I _Three , I _Four , I _Five , I ₆ Are set to 2.5, 2.0, 1.5, 1.0, 0.7 and 0.5, respectively.
[0034]
Therefore, the switching control system for each shift range will be described.
[0035]
The select lever 35 of the speed change operation device 34 is provided with select positions of parking P, reverse R, neutral N, D range D, and Ds range Ds, and the inhibitor switch 36 detects each range at the select lever 35 portion. And a range signal corresponding to each range is transmitted.
[0036]
Further, the select lever 35 is provided with a manual switch 37 for detecting that the manual shift mode has been set, an up switch 38 for detecting the upshift operation, and a down switch 39 for detecting the downshift operation. The manual signal m, the up signal u, and the down signal d detected by the manual switch 37, the up switch 38, and the down switch 39 are input to the target primary rotational speed calculation means 46.
[0037]
Further, the target primary pulley rotational speed calculation means 46 has a shift map for each automatic transmission mode shown in FIGS. 3A, 3B, and 3C for obtaining the target primary pulley rotational speed for each range, and FIG. A shift map for the manual shift mode shown is set.
[0038]
In the automatic transmission mode, the target primary pulley rotation speed Npa for D range is searched based on the relationship of Ns−θ. Similarly, the primary rotational speed Npb for Ds range is searched, and in the reverse range, the primary pulley rotational speed with the speed ratio fixed to the maximum is searched. These target primary pulley rotational speeds are selected according to the position of the inhibitor switch 36, and the target primary pulley rotational speed Npd corresponding to each range is output.
[0039]
In the manual shift mode, the target primary pulley speed Np for each of the first speed, the second speed, and the sixth speed is determined by the secondary pulley speed Ns corresponding to the vehicle speed Vs. ₁ , Np ₂ Np ₆ Search for. Each time the target primary pulley rotational speed is detected to be in the manual shift mode by the manual signal m from the manual switch 37 by the operation of the select lever 35 and the up signal u by the operation of the up switch 38 is input, for example, It shifts to the target primary pulley rotation speed on the gear ratio side that becomes smaller like 1st speed, 2nd speed, 3rd speed, and so on. On the other hand, every time a down signal d is input by operating the down switch 39, the speed shifts to the target primary pulley speed on the gear ratio side that increases sequentially, for example, 6th speed, 5th speed, 4th speed,. That is, the upshift or downshift operation is performed by operating the select lever 35.
[0040]
Each signal of the target primary pulley rotation speed Npd of the target primary pulley rotation speed calculation means 46 and the secondary pulley rotation speed Ns from the secondary pulley rotation speed sensor 42 is input to the target speed ratio calculation means 47, where the target speed ratio is is It is calculated by is = Npd / Ns.
[0041]
The secondary pulley rotational speed Ns of the secondary pulley rotational speed sensor 42 and the target speed ratio is from the target speed ratio calculating means 47 are input to the engine allowable speed determining means 48. As shown in FIG. 4, the engine allowable speed determining means 48 includes fixed speed ratios i for the first speed, the second speed, and the sixth speed in the manual speed change mode. ₁ , I ₂ ... i ₆ A map representing the relationship between the vehicle speed Vs and the primary pulley rotation speed Np with respect to the engine, and an excessive rotation determination line H for setting an allowable rotation speed range of the primary pulley rotation speed Np corresponding to the engine rotation speed Ne; And an under rotation determination line L.
[0042]
Since Ns · i≈Np here, the primary speed Np is calculated from Ns · is≈Np by Ns of the secondary pulley speed sensor 42 and the target speed ratio is from the target speed ratio calculation means 47. On the other hand, the primary pulley rotation speed Np ′ corresponding to the target gear ratio is, that is, the engine rotation speed Ne ′ is obtained from the secondary pulley rotation speed Ns corresponding to the vehicle speed Vs, and the obtained primary pulley rotation speed Np ′ is obtained as shown in FIG. An over-rotation region that is located within an allowable rotation speed range between the over-rotation determination line H and the under-rotation determination line L shown in the map or that is larger than the over-rotation determination line H or under-under-rotation determination line L Is determined.
[0043]
When the engine allowable speed determining means 48 determines that the engine speed is an excessive speed or an excessively low speed, the target speed ratio correcting means 49 cancels the target speed ratio is from the target speed ratio calculating means 47 while allowing the permissible speed. If it is within the range, the target gear ratio is is output.
[0044]
Based on the determination from the engine allowable speed determination means 48, the actual gear stage display unit 62 is operated based on the determination of the display device 61 described later, the shift prohibiting alarm device 64 and the target gear ratio correction means 49.
[0045]
The setting of the excessive rotation determination line H and the excessive rotation determination line L of the allowable rotation speed is determined based on the allowable maximum and minimum rotation speeds of the engine. At this time, the excessive rotation determination line H is determined as the allowable maximum engine speed. By setting the under rotation determination line L slightly lower than the rotation speed and slightly higher than the allowable minimum rotation speed, it is possible to improve the shift feeling in the vicinity of the over or under area.
[0046]
The transmission ratio i of the actual transmission ratio calculation means 45 and the target transmission ratio is from the target transmission ratio correction means 49 are input to the primary pressure setting unit 53, and the maximum transmission ratio is set according to the transmission pattern maps shown in FIGS. Supplying the primary cylinder 9 by controlling the primary solenoid valve 28 via the drive unit 54 by controlling the actual speed ratio i to follow the target speed ratio is between iL and the minimum speed ratio iH. Control drainage.
[0047]
On the other hand, the line pressure control system obtains the engine torque T from the θ-Ne map in the line pressure setting unit 56 based on the throttle opening θ of the throttle opening sensor 44 and the engine speed Ne of the engine speed sensor 43. Then, the required line pressure PLu is obtained based on the actual gear ratio i, and the target line pressure PL is calculated from the required line pressure PLu and the engine torque T by PL = PLu · T.
[0048]
A signal corresponding to the line pressure PL controls the secondary solenoid valve 27 via the drive unit 57 to control supply / discharge oil to the secondary cylinder 10.
[0049]
Next, the operation of the control device for the continuously variable transmission configured as described above will be described.
[0050]
First, the power from the engine 1 is input to the primary pulley 7 of the continuously variable transmission 4 via the clutch 2 and the forward / reverse switching device 3, and the power shifted by the primary pulley 7, the drive belt 11, and the secondary pulley 8 is output. And this travels by transmitting to the drive wheel 16 side.
[0051]
During the traveling, the target line pressure PL is set to be larger as the engine torque T is larger at the low speed stage, and the line pressure PL is lowered as the speed ratio i becomes smaller together with the engine torque T by shifting to the high speed stage. Thus, a pulley pressing force corresponding to the transmission torque in the drive belt 11 always acts.
[0052]
The line pressure PL is always supplied to the secondary cylinder 10 and is controlled to be shifted by supplying / discharging the primary cylinder 9 by the shift control valve 23, which will be described below.
[0053]
First, the primary pulley rotation speed Np, the secondary pulley rotation speed Ns, and the throttle opening θ are read from the primary pulley rotation speed sensor 41, the secondary pulley rotation speed sensor 42, and the throttle opening degree sensor 44, and the actual gear ratio of the control unit 40 is read. The calculation means 45 obtains the actual speed ratio i.
[0054]
Here, when the select lever 35 is selected to the D range in the automatic transmission mode, the target primary pulley rotation speed calculation means 46 selects the target primary pulley rotation speed Npa for D range based on Ns−θ. The target primary pulley rotation speed Npd based on the D-range target primary pulley rotation speed Npa is output to the target gear ratio calculation means 47, and the target speed ratio is corresponding to the target primary pulley rotation speed Npa is calculated.
[0055]
Since the target speed ratio is from the target speed ratio calculating means 47 is controlled according to the speed change pattern shown in FIG. 3A, the engine speed determining means 48 always determines that the target speed ratio is within the allowable speed range. This is input to the primary pressure setting unit 53 via the ratio correction means 49.
[0056]
Therefore, as shown in FIG. 3 (a), upshift or downshift is performed so that the actual speed ratio i always follows the target speed ratio is and converges over the entire speed range of the maximum speed ratio iL and the minimum speed ratio iH. Will shift continuously.
[0057]
When the Ds range is operated under a traveling condition such as a long downhill, the Ds range pulley target primary pulley rotation speed Npb of the target primary pulley rotation speed calculation means 46 is selected to perform shift control. Downshifting is performed along the lowest speed change line L′ L having a high pulley speed Np, and the engine brake is effectively applied throughout the entire speed change range. Also in this case, since the control is performed according to the shift pattern shown in FIG.
[0058]
Next, when the select lever 35 is selected to the manual shift mode, the manual signal m from the manual switch 37 is input to the target primary rotational speed calculation means 46, and the manual shift map shown in FIG. 4 is set.
[0059]
Here, the secondary pulley rotation speed Ns of the secondary pulley rotation speed sensor 42 and the is of the target gear ratio calculation means 47 are input to the engine allowable rotation speed determination means 48, and the vehicle speed Vs corresponds to Ns · i corresponding to the secondary pulley rotation speed Ns. Since Np is approximately Np, the primary pulley rotation speed Np is calculated by Ns · is≈Np, and the running state on the map shown in FIG. 4 is determined by Vs−Np.
[0060]
For example, vehicle speed Vs ₁ The point a of Vs−Np when the manual switch 37 generates the manual signal m is determined by the primary pulley rotational speed Npa, and the vehicle speed VS is determined from the map. ₁ Primary pulley rotation speed Np at each speed of 1st speed, 2nd speed, 6th speed ₁ , Np ₂ Np ₆ , And the primary pulley rotation speed Np of the first speed and the second speed at this time ₁ , Np ₂ Is an excessive rotation region exceeding the excessive rotation determination line H, and the primary pulley rotation speed Np at the sixth speed ₆ Is located in the under-rotation region and each primary pulley rotation speed Np of 3rd, 4th and 5th _Three , Np _Four , Np _Five Is within the allowable rotational speed range, and it is determined that the third speed, the fourth speed, and the fifth speed can be selected.
[0061]
Then, for example, a down signal d from the down switch 39 is input to the target primary pulley rotation speed calculation means 46 by the downshift operation of the select lever 35, and the target primary pulley rotation speed Np for the third speed is input. _Three Is selected and the target primary pulley speed Np for the 3rd speed _Three Is output to the target gear ratio calculation means 47, and the target speed ratio for the third speed is calculated by Npd / Ns = is by the target edge ratio calculation means 47.
[0062]
Here, the vehicle speed Vs ₁ Primary pulley speed Np at 3rd gear _Three Is within the allowable rotational speed range by the engine allowable rotational speed determining means 48, and it is determined that the third speed is a selectable shift speed, so that the primary pulley rotational speed Np is Np according to the target speed ratio is. _Three To a on the 3rd speed shift line 3nd ₁ Move to the point. Then, according to the increase / decrease of the primary pulley rotational speed Np and the vehicle speed Vs, the third speed shift stage line 3nd is shifted to the third speed fixed speed ratio i _Three Travel by.
[0063]
After that, for example, vehicle speed Vs ₂ At point a on the 3rd speed shift line 3nd ₂ When a down operation is performed from the select lever 35 during traveling, a down signal d from the down switch 39 is input to the target primary pulley rotation speed calculation means 46, and the second-speed target primary pulley rotation speed Np. ₂ Is selected and the primary pulley rotation speed Np for 2nd speed ₂ Is output to the target gear ratio calculation means 47, and the target gear ratio calculation means 47 calculates the target gear ratio for second speed is.
[0064]
As described above, the secondary pulley rotation speed Ns from the secondary pulley rotation speed sensor 42 and the target speed ratio is from the target speed ratio calculation means 47 are input to the engine allowable speed determination means 48, and the vehicle speed Vs is referred to by referring to the map. ₂ At this time, it is determined that the primary pulley rotation speed Np is an excessive rotation range, and the second speed is a gear stage that cannot be selected, and the target speed ratio correction means 49 causes the target speed ratio calculation means 47 to output the second speed target speed change. The ratio is is canceled and the fixed speed ratio i for the third speed is _Three Will continue to run.
[0065]
Similarly, a downshift and an upshift in which the primary pulley rotation speed Np as shown by a chain line in the map of FIG. 4 reaches an excessive rotation area or an under rotation area are avoided in advance, while an allowable rotation speed area indicated by a solid line in the map Downshifts and upshifts are determined as selectable shift speeds and allowed.
[0066]
Next, the notification means will be described with reference to the flowchart shown in FIG.
[0067]
For example, the notifying means has a display device 61 disposed on a meter panel 60 of an instrument panel as shown in FIG. 6, and the display device 61 corresponds to each gear position as shown in an enlarged view of the main part in FIG. Corresponds to the actual gear stage display unit 62 in which display lamps 62a, 62b,... 62f for 1st speed, 2nd speed,..., 62f are arranged in parallel, and the display lamps 62a, 62b,. In addition, there is provided a selectable shift stage display section 63 in which display lamps 63a, 63b,... 63f for 1st speed, 2nd speed,. Furthermore, the notification means has an alarm means 64 such as a buzzer.
[0068]
The select lever 35 is selected to the manual shift mode, and the manual signal m is input from the manual switch 37 to the target primary pulley rotation speed calculating means 46, and the manual shift map shown in FIG. 4 is set. Here, in the engine allowable rotation determining means 48, the primary pulley rotation speed Np is calculated by Ns · is≈Np as described above, and the running state on the map shown in FIG. 4 is determined by Vs−Np.
[0069]
In step 101, a shiftable range is calculated. More specifically, for example, the vehicle speed Vs ₁ The point a of Vs and Np on the map when the manual signal m is generated is determined by the primary pulley rotational speed Npa, and the vehicle speed Vs ₁ Primary pulley rotation speed Np at each speed of 1st speed, 2nd speed, 6th speed ₁ , Np ₂ Np ₆ Is referenced.
[0070]
At this time, the primary pulley rotation speed Np in the excessive rotation region and the under rotation region ₁ , Np ₂ , Np ₆ The primary pulley speed Np is within the allowable speed range excluding the 1st speed, 2nd speed, and 6th speed that are not selectable. _Three , Np _Four , Np _Five 3rd, 4th and 5th speeds are selected as selectable shift speeds.
[0071]
In the next step 102, the third speed, the fourth speed, and the fifth speed extracted as the selectable shift speeds in step 101 are the corresponding display lamps of the selectable shift speed display section 63 of the display device 61 disposed on the meter panel 60. 63c, 63d, and 63e are lit to inform the driver as selectable shift speeds.
[0072]
Further, the up switch 38 or the down switch 39 is operated by the up operation or the down operation of the select lever 35. For example, the up signal u is input to the target primary pulley rotation speed calculation means 46 by the operation of the up switch 38 in step 103, and the target speed ratio is for the fourth speed is calculated by the target speed ratio calculation means 47 in the same manner as described above. Vehicle speed Vs with reference to the map shown in FIG. ₁ Primary pulley speed Np at 4th gear _Four Is determined by the engine allowable speed determination means 48 to determine whether it is within the allowable speed range, that is, within the speed changeable range.
[0073]
In this case, since the speed is within the shiftable range, the primary pulley rotational speed Np is Np according to the target speed ratio is. _Four To point a on the 4th speed shift line 4th _Three The vehicle shifts to the fourth speed fixed gear ratio and travels with the target gear ratio correction means 49, and the display gear 62d of the actual gear stage display unit 62 corresponding to the fourth speed is turned on to notify the driver of the used gear stage. . In addition, whether or not the vehicle can be selected at each gear stage, including during the four-speed running, is always determined by the engine allowable speed determining means 48, and the selectable gear stage display unit 63 responds according to the vehicle speed Vs. The display lamps 63a, 63b,... 63f to be selected are selectively lit.
[0074]
On the other hand, when the down operation is performed by the select lever 35, the down signal d is input from the down switch 39 to the target primary pulley rotation speed calculation means 46 in step 105, and the target speed ratio calculation means 47 similarly performs the target for the third speed. The gear ratio is is calculated, and the vehicle speed Vs is referred to in step 106 with reference to the map shown in FIG. ₁ Primary pulley speed Np at 3rd gear _Three Is determined by the allowable engine speed determining means 48 to determine whether or not the speed is within the shiftable range.
[0075]
In this case, the primary pulley rotation speed Np is Np according to the target gear ratio is because it is within the shiftable range. _Three To point a ₁ To the third speed shift stage line 3rd to shift to the third speed fixed speed ratio i _Three And the display lamp 62c of the actual gear stage display unit 62 corresponding to the third speed is turned on via the target gear ratio correction means 49.
[0076]
Further, for example, a point a on the 4th speed shift line 4th _Four Due to vehicle speed Vs _Three When the vehicle is traveling, the second speed, the third speed, and the fourth speed are determined to be within the shiftable range by referring to the map by the engine allowable speed determination means 48, and the display lamps 63b, 63c, 63d of the selectable shift stage display section 63 are lit. In addition, the display lamp 62d of the actual gear stage display unit 62 is lit to indicate that the vehicle is traveling at the fourth speed and that the shiftable gear stage is the second speed and the third speed.
[0077]
Here, it is possible to shift down to the second speed by the select lever 35, but if the up operation is performed even though the fifth speed is in the range where shifting is not possible, the target is determined according to the up signal u from the up switch 38 in step 103. The gear ratio calculation means 47 calculates the target gear ratio for 5-speed, and the map is referred to in step 104 to obtain Vs. _Three 5-speed primary pulley rotation speed Np ₆ Is determined by the allowable engine speed determining means 48 to be within the speed changeable range.
[0078]
In this case, the primary pulley rotation speed Np ₆ Is determined to be out of the speed changeable range because it is within the underspeed range, and the alarm device 64 such as a buzzer is activated while the up switch 38 is in operation, that is, while the up signal u is issued in step 107, and the operation is started. Inform the person that the shift-up operation is inappropriate.
[0079]
Further, for example, a point a on the second speed gear stage line 2nd _Five Due to vehicle speed Vs _Four While the vehicle is running, the second speed and the third speed are determined to be within the shiftable range by referring to the map by the engine allowable speed determining means 48, the display lamps 63b and 63c of the selectable shift stage display section 63 are lit, and the actual shift is performed. When the display lamp 62b of the stage display unit 62 is turned on, it is displayed that the speed changeable gear stage is the third speed during the second speed traveling.
[0080]
Here, it is possible to shift up to the third speed by the select lever 35. However, if the first gear is within the gear changeable range and the down operation is performed, the target gear ratio is determined in accordance with the down signal d from the down switch 39 in step 105. The first speed target gear ratio is is calculated by the calculating means 47, and the map is referred to in step 106 to obtain Vs. _Four The first-speed primary pulley rotation speed Np in the engine is determined by the engine allowable rotation speed determination means 48 as to whether it is within the speed changeable range.
[0081]
In this case, since the primary pulley rotation speed Np is within the excessive rotation speed region, it is determined that it is out of the shiftable range. In step 107, the alarm device 64 is in operation while the down switch 39 is operating, that is, while the down signal d is issued. Activates to inform the driver that the downshift operation is inappropriate.
[0082]
Similarly, by referring to the map of FIG. 4, the shiftable shift stage that changes depending on the traveling vehicle speed Vs at each shift stage and the shift stage to be used are displayed on the display lamps of the selectable shift stage display unit 63 of the constant display device 61. 63f and 63f and the display lamps 62a, 62b,... 62f of the actual gear stage display 62 are displayed by selective lighting, and the primary pulley rotation speed Np as shown by the chain line in FIG. When a down operation or an up operation that would reach several regions or under-revolution regions is performed, an alarm device 64 such as a buzzer is activated.
[0083]
Therefore, according to the above-described embodiment, the shift speeds in use are displayed by lighting the display lamps 62a, 62b,... 62f of the actual shift speed display section 62, and selectable shift speeds of the selectable shift speed display section 63 are displayed. Since the driver is informed beforehand by turning on the display lamps 63a, 63b,... 63f, it is possible to visually confirm whether or not shifting is possible, avoiding anxiety associated with shifting operation, Out of gear range Since the warning device 64 notifies the shift operation to the vehicle, the driver's anxiety is further avoided, and an appropriate shift operation can be performed to ensure safety.
[0084]
In the above description, a continuously variable transmission capable of selecting a fixed gear ratio has been described as an example. However, the present invention can be applied to an automatic stepped transmission capable of selecting a plurality of fixed gear ratios, and is limited to the above embodiment. Various modifications can be made without departing from the scope of the present invention.
[0085]
【The invention's effect】
According to the control apparatus for an automatic transmission for a vehicle of the present invention described above, a shift stage having a plurality of shift stages having a fixed gear ratio and selectable from a plurality of shift stages can be selected by operating the shift operation device. In the control device for the automatic transmission, since the shift speeds that can be selected by the operation of the shift operation device are displayed in advance, the driver can check the shift speeds that can be shifted, and the driver's anxiety can be avoided.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing a hydraulic control system of a control device for an automatic transmission for a vehicle, illustrating an embodiment of the present invention.
FIG. 2 is a block diagram showing an electric machine control system of the control device for the vehicular automatic transmission.
FIG. 3 shows a map of target primary pulley rotation speeds in each travel range of the automatic transmission zone, where (a) shows a D range, (b) shows a Ds range, and (c) shows a reverse map.
FIG. 4 is a map of primary pulley rotation speed in a manual transmission zone.
FIG. 5 is a flowchart for explaining notification means;
FIG. 6 is a front view of a meter panel for explaining a display device.
7 is an enlarged view of a main part of FIG.
[Explanation of symbols]
4 continuously variable transmission
40 Control unit
60 Meter panel
61 Display device
62 Actual gear stage display
63 Selectable gear stage display
64 Alarm system

Claims (3)

An automatic transmission mode for automatic transmission and a manual transmission mode for manual transmission that automatically change the transmission ratio according to the traveling state, and a plurality of manual transmission modes having different fixed transmission ratios. In a control device for an automatic transmission for a vehicle, having a gear position, and capable of selecting a selectable gear position defined by an allowable engine speed from the plurality of gear speeds by operating a gear shift operation device,
A control device for an automatic transmission for a vehicle, comprising: a display device that displays a shift stage that can be selected by operating the shift operation device. The display device
A selectable shift stage display for displaying a shift stage selectable by operation of the shift operation device;
An actual shift speed display for displaying the used shift speed;
The control device for an automatic transmission for a vehicle according to claim 1.   The control device for an automatic transmission for a vehicle according to claim 1, wherein the display device is disposed on an instrument panel.

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