U.S. patent number RE43,857 [Application Number 12/545,466] was granted by the patent office on 2012-12-11 for shift control apparatus for vehicular automatic transmission and method thereof.
This patent grant is currently assigned to Toyota Jidosha Kabushiki Kaisha. Invention is credited to Yoshiharu Harada, Hitoshi Matsunaga.
United States Patent |
RE43,857 |
Matsunaga , et al. |
December 11, 2012 |
Shift control apparatus for vehicular automatic transmission and
method thereof
Abstract
An automatic shift control is executed in an automatic
transmission with 5 shift speeds of range hold type in the highest
gear stage of a shift range at the manual shift mode. Upon
selection of a shift mode from the automatic shift mode to the
manual shift mode, the shift range at the manual shift mode is
selected in accordance with the vehicle speed detected at the
automatic shift mode. If the vehicle speed is in the low-speed
range, the shift range 3 is selected. If the vehicle speed is in
the medium-speed range, the shift range 4 is selected. If the
vehicle speed is in the high-speed range, the shift range 5 is
selected.
Inventors: |
Matsunaga; Hitoshi (Anjyo,
JP), Harada; Yoshiharu (Toyota, JP) |
Assignee: |
Toyota Jidosha Kabushiki Kaisha
(Toyota-shi, JP)
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Family
ID: |
29738366 |
Appl.
No.: |
12/545,466 |
Filed: |
August 21, 2009 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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10449114 |
Jun 2, 2003 |
7001307 |
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Reissue of: |
11232016 |
Sep 22, 2005 |
7258649 |
Aug 21, 2007 |
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Foreign Application Priority Data
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Jun 12, 2002 [JP] |
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2002-171273 |
Aug 7, 2002 [JP] |
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2002-230405 |
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Current U.S.
Class: |
477/120; 701/53;
701/55; 701/52 |
Current CPC
Class: |
F16H
61/0213 (20130101); F16H 59/141 (20130101); F16H
2059/663 (20130101); Y10T 477/692 (20150115); F16H
2059/183 (20130101); F16H 59/54 (20130101); Y10T
477/65 (20150115); F16H 59/44 (20130101); F16H
59/66 (20130101); F16H 2059/0243 (20130101); Y10T
477/69 (20150115); Y10T 477/693 (20150115) |
Current International
Class: |
G06F
7/00 (20060101); G06F 19/00 (20060101); G06F
17/00 (20060101); F16H 59/48 (20060101) |
Field of
Search: |
;477/34,118,120
;701/52,55,53 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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58-203255 |
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Nov 1983 |
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JP |
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2-296064 |
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Dec 1990 |
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JP |
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6-17911 |
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Jan 1994 |
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JP |
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6-221417 |
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Aug 1994 |
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JP |
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9-14417 |
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Jan 1997 |
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JP |
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10-103468 |
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Apr 1998 |
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JP |
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10-103492 |
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Apr 1998 |
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JP |
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10 281277 |
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Oct 1998 |
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JP |
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11-351374 |
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Dec 1999 |
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JP |
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2001-158249 |
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Jun 2001 |
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JP |
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Primary Examiner: Lewis; Tisha
Attorney, Agent or Firm: Oblon, Spivak, McClelland, Maier
& Neustadt, L.L.P.
Parent Case Text
CROSS REFERENCE TO RELATED APPLICATION
This application is a divisional of application Ser. No.
10/449,114, filed Jun. 2, 2003, now U.S. Pat. No. 7,001,307 the
entire comments of which are incorporated herein by reference.
Claims
What is claimed is:
1. A shift control apparatus for a vehicular automatic
transmission, comprising a controller that: sets an automatic shift
mode in which a gear stage is established based on a first vehicle
operation information used for selecting a gear stage of the
automatic transmission, and a manual shift mode .Iadd.having a
shift range .Iaddend.in which the gear stage is established by a
manual shift operation, the shift mode being manually selected
between the automatic shift mode and the manual shift mode, and
sets the gear stage upon the manual shift operation at the manual
shift mode based on a fourth vehicle operation information, wherein
the fourth vehicle operation information includes a current vehicle
acceleration and an acceleration after the manual shift operation
at which the gear stage set upon shifting of the shift range to
have .[.the.]. .Iadd.a .Iaddend.highest gear limited to be at least
one stage lower is established.
2. A shift control apparatus according to claim 1, further
comprising: a first vehicle operation information detecting unit
that detects the first vehicle operation information; a mode set
unit that sets one of the automatic shift mode and the manual shift
mode by the manual shift operation; a fourth vehicle operation
information detecting unit that detects the fourth vehicle
operation information; and a manual operation detecting unit that
detects the manual shift operation at the manual shift mode.
3. A shift control apparatus for a vehicular automatic
transmission, comprising a controller that: sets an automatic shift
mode in which a gear stage is established based on a first vehicle
operation information used for selecting a gear stage of the
automatic transmission, and a manual shift mode in which a shift
range having the gear stage established based on the first vehicle
operation information is selected by a manual shift operation, the
shift mode being manually selected between the automatic shift mode
and the manual shift mode, and sets the shift range upon the manual
shift operation at the manual shift mode based on a fourth vehicle
operation information, wherein the fourth vehicle operation
information includes a current vehicle acceleration and an
acceleration after the manual shift operation at which the gear
stage set upon shifting of the shift range to have .[.the.].
.Iadd.a .Iaddend.highest gear limited to be at least one stage
lower is established.
4. A shift control apparatus according to claim 3, further
comprising: a first vehicle operation information detecting unit
that detects the first vehicle operation information; a mode set
unit that sets one of the automatic shift mode and the manual shift
mode by the manual shift operation; a fourth vehicle operation
information detecting unit that detects the fourth vehicle
operation information; and a manual operation detecting unit that
detects the manual shift operation at the manual shift mode.
5. A shift control apparatus according to claim 3, wherein the
fourth vehicle operation information comprises at least one of an
accelerator opening, an engine load, an engine torque, a vehicle
driving force, a vehicle speed, an accelerator pedal depressing
speed, and a brake operating force.
6. A shift control apparatus according to claim 3, wherein the
manual shift operation is a downshifting operation; and the fourth
vehicle operation information further includes an accelerator
opening caused by the downshifting operation.
.[.7. A shift control apparatus according to claim 3, wherein: the
controller limits a highest gear stage set by the manual shift
operation at the manual shift mode so as to be at least one stage
lower than the highest gear in the shift range based on a third
vehicle operation information, and sets the shift range having a
highest gear stage that is one stage lower than the limited highest
gear stage set upon the downshifting operation performed by the
manual shift operation; and the fourth vehicle operation
information comprises the highest gear stage limited to be at least
one stage lower..].
.[.8. A shift control apparatus according to claim 7, wherein the
third vehicle operation information comprises a slope resistance to
the vehicle that runs one of uphill and downhill; and the
controller limits the highest gear stage to be at least one stage
lower than the highest gear stage in the shift range based on the
slope resistance..].
9. A shift control method for a vehicular automatic transmission
comprising: setting an automatic shift mode in which a gear stage
is established based on a first vehicle operation information used
for selecting a gear stage of the automatic transmission, and a
manual shift mode .Iadd.having a shift range .Iaddend.in which the
gear stage is established by a manual shift operation, the shift
mode being manually selected between the automatic shift mode and
the manual shift mode; and setting the gear stage upon the manual
shift operation at the manual shift mode based on a fourth vehicle
operation information, wherein the fourth vehicle operation
information includes a current vehicle acceleration and an
acceleration after the manual shift operation at which the gear
stage set upon shifting of the shift range to have .[.the.].
.Iadd.a .Iaddend.highest gear limited to be at least one stage
lower is established.
10. A shift control method for a vehicular automatic transmission
comprising: setting an automatic shift mode in which a gear stage
is established based on a first vehicle operation information used
for selecting a gear stage of the automatic transmission, and a
manual shift mode in which a shift range having the gear stage
established based on the first vehicle operation information is
selected by a manual shift operation, the shift mode being manually
selected between the automatic shift mode and the manual shift
mode; and setting the shift range upon the manual shift operation
at the manual shift mode based on a fourth vehicle operation
information, wherein the fourth vehicle operation information
includes a current vehicle acceleration and an acceleration after
the manual shift operation at which the gear stage set upon
shifting of the shift range to have .[.the.]. .Iadd.a
.Iaddend.highest gear limited to be at least one stage lower is
established.
Description
INCORPORATION BY REFERENCE
The disclosure of Japanese Patent Applications No. 2002-230405 and
2002-171273 filed on Aug. 7, 2002 and Jun. 12, 2002, including the
specification, drawings and abstract are incorporated herein by
reference in their entirety.
BACKGROUND OF THE INVENTION
1. Field of Invention
The invention relates to a shift control apparatus for a vehicular
automatic transmission and a shift control method, which allow a
vehicle operator to perform manual selection of gear stages.
2. Description of Related Art
When the gear stage is in a drive (D) position operated by the
vehicle operator using the shift device, a shift control apparatus
of the automatic transmission for the vehicle serves to select an
appropriate gear stage in accordance with the current operating
state of the vehicle. Then a hydraulic control portion of the
automatic transmission is controlled such that the gear is
automatically changed to the selected stage.
The operating state of the vehicle is determined by the shift
control apparatus based on a throttle opening and a vehicle speed,
for example, and the gear stage is selected so as to provide the
fuel efficiency and power most suitable for the operating
state.
There has been introduced an automatic transmission that allows the
vehicle operator to manually change gear stages in order to realize
not only the aforementioned function but also the vehicle operation
that reflects the intention of the vehicle operator.
In the shift control apparatus in the automatic transmission for a
vehicle disclosed in JP-A-6-221417, for example, the shift device
includes ranges D, and B that can be selected from the range D by
manual operation of the vehicle operator. The shift device further
includes an upshifting position and a downshifting position that
can be selected in the range B. An electronic control unit that
serves to perform shift control of the automatic transmission
becomes an automatic shifting mode in the range D such that the
appropriate gear stage can be automatically selected in accordance
with the operating state of the vehicle. Upon change in the shift
range from the range D to B, the electronic control unit sets a
manual transmission mode where the gear stage is downshifted so as
to be lower than the gear stage that has been selected in the range
D. When the vehicle operator performs downshifting in the range B,
the electronic control unit downshifts the gear to be one stage
lower. Meanwhile, when the vehicle operator performs upshifting in
the range B, the electronic control unit upshifts the gear to be
one stage higher.
In order to obtain the engine braking force higher than that
obtained in the gear stage that has been set during running at the
automatic transmission mode, the vehicle operator changes the shift
range from the range D to B using the shift lever so as to perform
downshifting to the gear as being one stage lower. In order to
obtain higher acceleration torque or the torque for running uphill,
the aforementioned change in the shift range is performed to
establish the gear to be one stage lower.
In the state where the automatic transmission includes 5 shift
speeds, when the vehicle operator releases the accelerator pedal
during running in the 3rd speed at the automatic transmission mode,
upshifting from the 3rd to the 5th speed is performed by the
electronic control unit in response to the operating state of the
vehicle, that is, the state of the throttle valve which has been
fully closed.
When the vehicle operator changes the shift range from the range D
to B for downshifting to apply further higher engine braking force,
the downshifting is performed from the 5th to the 4th speed. Then
further downshifting in the range B changes the gear stage from the
4th to the 3rd speed.
In the above case, the engine braking force required by the vehicle
operator cannot be obtained because the gear stage has been
originally set in the 3rd speed at the automatic transmission mode.
The vehicle operator, therefore, has to perform further
downshifting from the 3rd to the 2nd speed.
Depending on the operating state of the vehicle, the vehicle
operator has to perform downshifting twice so as to obtain the
required engine braking force. Even in the state where the 5th
speed is set in the range B at the manual transmission mode and the
vehicle operator releases the accelerator pedal, the gear is held
in the 5th speed by the electronic control unit.
If the vehicle is running downhill in the aforementioned state, the
vehicle will be accelerated without depressing the accelerator
pedal. When the vehicle operator performs downshifting once for the
purpose of applying the higher engine braking force just before
entering to a sharp curve while running downhill, the gear stage is
shifted from the 5th to the 4th speed.
As the engine braking force obtained in the 4th speed is
insufficient in the above case, the vehicle operator has to perform
further downshifting once to the 3rd speed.
SUMMARY OF THE INVENTION
It is an object of the invention to provide a shift control
apparatus for a vehicular automatic transmission in which a shift
mode is selected between an automatic transmission mode for
automatically setting a gear stage and a manual transmission mode
for manually setting the gear stage by a manual operation of the
vehicle operator such that the required gear stage can be
established by the reduced frequency of the manual shifting
operation.
It is further an object of the invention to provide a shift control
apparatus for a vehicular automatic transmission which allows
establishment of the required gear stage by the reduced frequency
of the manual shifting operation after changing the shift mode from
the automatic mode to the manual mode.
It is still further an object of the invention to provide a shift
control apparatus for a vehicular automatic transmission which
allows establishment of the required gear stage by the reduced
frequency of the manual shifting operation at the manual shifting
mode.
In an embodiment of the invention, a shift control apparatus for a
vehicular automatic transmission sets an automatic shift mode in
which a gear stage is established based on a first vehicle
operation information used for selecting a gear stage of the
automatic transmission, and a manual shift mode in which the gear
stage is established by a manual shift operation. The shift mode is
manually selected between the automatic shift mode and the manual
shift mode. Further the gear stage upon selection of the shift mode
from the automatic shift mode to the manual shift mode is set based
on a second vehicle operation information which is different from
the first vehicle operation information.
According to the embodiment, at the automatic shift mode, the gear
stage selected based on the first vehicle operation information is
set in the automatic transmission. Upon selection of the shift mode
from the automatic shift mode to the manual shift mode, the gear
stage is set based on the second vehicle operation information that
is different from the first vehicle operation information. This
makes it possible to set the gear stage upon selection of the shift
mode from the automatic shift mode to the manual shift mode so as
to be different from the gear stage set at the automatic shift
mode. The gear stage desired by the vehicle operator can be
established with the reduced frequency of the manual shift
operation at the manual shift mode.
In an embodiment of the invention, a shift control apparatus for a
vehicular automatic transmission sets an automatic shift mode in
which a gear stage is established based on a first vehicle
operation information used for selecting a gear stage of the
automatic transmission, and a manual shift mode in which the gear
stage is established by a manual shift operation. The shift mode is
manually selected between the automatic shift mode and the manual
shift mode. Further the gear stage upon the manual shift operation
at the manual shift mode is set based on a fourth vehicle operation
information.
In the embodiment, at the automatic shift mode, the gear stage is
selected based on the first vehicle operation information, and set
in the automatic transmission. Meanwhile, when the manual shift
operation is performed at the manual shift mode, the gear stage
selected based on the fourth vehicle operation information is set
in the automatic transmission. Accordingly, at the manual shift
mode, a single manual shift operation makes it possible to set the
currently set gear stage to the one at least two stages lower or
higher speed such that the appropriate driving force or the engine
braking force may be obtained.
In an embodiment of the invention, a shift control apparatus for a
vehicular automatic transmission sets an automatic shift mode in
which a gear stage is established based on a first vehicle
operation information used for selecting a gear stage of the
automatic transmission, and a manual shift mode in which a shift
range having the gear stage established based on the first vehicle
operation information is selected by a manual shift operation. The
shift mode is manually selected between the automatic shift mode
and the manual shift mode. The shift range upon selection of the
shift mode from the automatic shift mode to the manual shift mode
is set based on a second vehicle operation information which is
different from the first vehicle operation information.
According to the embodiment, at the automatic shift mode, the gear
stage selected based on the first vehicle operation information is
set in the automatic transmission. At the manual shift mode, the
shift range having the gear stage to be set based on the first
vehicle operation information by the manual shift operation is
changed. When the automatic shift mode is manually changed to the
manual shift mode, the shift range is selected based on the second
vehicle operation information that is different from the first
vehicle operation information. This makes it possible to set the
gear stage upon change in the shift mode to the manual shift mode
so as to be different from the one selected at the automatic shift
mode. As a result, the gear stage desired by the vehicle operator
can be established with the reduced frequency of the manual shift
operation at the manual shift mode.
In the embodiment, the second vehicle operation information
includes a vehicle speed upon selection of the shift mode from the
automatic shift mode to the manual shift mode.
The embodiment makes it possible to set the gear stage that is one
stage higher than the one where higher driving force or engine
braking force is obtained in accordance with the vehicle speed upon
selection of the shift mode from the automatic shift mode to the
manual shift mode. Unlike the shift control apparatus in which the
gear stage at the manual shift mode is at least one stage lower
than the gear stage selected at the automatic shift mode, selection
of the shift mode to the manual shift mode may avoid unnecessary
generation of the engine braking force.
The embodiment limits a highest gear stage set based on the first
vehicle operation information at the automatic shift mode so as to
be at least one stage lower based on a third vehicle operation
information, and sets the shift range having the highest gear stage
limited to be at least one stage lower. The second vehicle
operation information includes the highest gear stage limited to be
at least one stage lower.
According to the embodiment, the highest stage of the gear stage
selected based on the first vehicle operation information at the
automatic shift mode is limited to be at least one stage lower
based on the third vehicle operation information. When the shift
mode is changed from the automatic shift mode to the manual shift
mode in the aforementioned stage, the shift range having the
highest gear corresponding to the limited highest gear stage is
set. In the state where the highest gear stage is limited at the
automatic shift mode, the gear stage higher than the limited
highest gear stage is not established when the manual shift mode is
selected. This makes it possible to select the gear stage where the
higher driving force or the engine braking force is obtained only
by a single downshifting operation.
In the embodiment, the third vehicle operation information includes
a slope resistance to a vehicle that runs one of uphill and
downhill, based on which the highest gear stage is limited to be at
least one stage lower.
According to the embodiment, the highest gear stage set at the
automatic shift mode is limited to be at least one stage lower
based on the slope resistance to the vehicle that runs uphill or
downhill. In the case where the highest gear stage is limited at
the automatic shift mode upon running uphill or downhill, the gear
stage higher than the limited highest gear stage is not selected
upon change in the shift mode to the manual shift mode. This makes
it possible to select the gear stage where higher torque for
running uphill or the engine braking force is obtained by a single
downshifting operation at the manual shift mode.
In the embodiment, the third vehicle operation information includes
one of a temperature of cooling water and a temperature of oil for
the automatic transmission, based on which the highest gear stage
is limited to be at least one stage lower.
According to the embodiment, the highest gear stage set at the
automatic shift mode is limited to be at least one stage lower
based on a temperature of cooling water or a temperature of oil for
the automatic transmission. This makes it possible to avoid
selection of the gear stage where the engine speed insufficient to
increase the cooling water temperature or the oil temperature is
obtained. This makes it possible to select the gear stage where
higher driving force or the engine braking force is obtained by a
single downshifting operation at the manual shift mode.
In an embodiment of the invention, a shift control apparatus for a
vehicular automatic transmission sets an automatic shift mode in
which a gear stage is established based on a first vehicle
operation information used for selecting a gear stage of the
automatic transmission, and a manual shift mode in which a shift
range having the gear stage established based on the first vehicle
operation information is selected by a manual shift operation. The
shift mode is manually selected between the automatic shift mode
and the manual shift mode. Further, the shift range upon the manual
shift operation at the manual shift mode is set based on a fourth
vehicle operation information.
According to the embodiment, when the manual shift operation is
performed at the manual shift mode, the shift range selected based
on the fourth vehicle operation information is set in the automatic
transmission. This makes it possible to directly select the shift
range that allows the gear stage to be set such that appropriate
higher driving force or the engine braking force is obtained only
by a single manual shift operation.
In the embodiment, the manual shift operation is a downshifting
operation, and the fourth vehicle operation information is obtained
from an accelerator opening caused by the downshifting operation, a
current vehicle acceleration, and an acceleration after the manual
shift operation at which the gear stage set upon shifting of the
shift range to have the highest gear limited to be at least one
stage lower is established.
According to the embodiment, the fourth vehicle operation
information is derived from the accelerator opening upon
downshifting operation at the manual shift mode, the vehicle
acceleration, and the acceleration after shifting detected upon
establishment of the gear stage to be set upon shifting down to the
shift range having the highest gear as being at least one stage
lower. The shift range set upon the downshifting is selected based
on the fourth vehicle operation information. The shift range set by
a single downshifting operation may be selected based on the
intention of the vehicle operator to accelerate which is estimated
from the accelerator opening, the current vehicle running state,
and the vehicle running state upon shifting down to the shift
range.
The embodiment limits a highest gear stage set by the manual shift
operation at the manual shift mode so as to be at least one stage
lower than the highest gear in the shift range based on a third
vehicle operation information, and sets the shift range having a
highest gear stage that is one stage lower than the limited highest
gear stage set upon the downshifting operation performed by the
manual shift operation. The fourth vehicle operation information
includes the highest gear stage limited to be at least one stage
lower.
According to the embodiment, the highest gear stage of the shift
range set by the manual shift operation is limited to be at least
one stage lower than the highest gear stage based on the third
vehicle operation information. When downshifting is performed in
the aforementioned state, the shift range having the highest gear
stage as being one stage lower than the limited highest gear is
selected. Even if the highest gear stage of the shift range set at
the manual shift mode is limited to be at least one stage lower,
downshifting to the gear stage where higher driving force or higher
engine braking force can be obtained is performed by a single
downshifting operation. When the highest gear stage selected in the
shift range set at the manual shift mode is not limited, the shift
range is shifted down to the one having the highest gear stage as
being one stage lower at every downshifting operation.
In the embodiment, the third vehicle operation information includes
a slope resistance to the vehicle that runs one of uphill and
downhill. The embodiment limits the highest gear stage to be at
least one stage lower than the highest gear stage in the shift
range based on the slope resistance.
According to the embodiment, the highest gear stage of the shift
range set by the manual shift operation is limited to the stage
that is lower than the highest gear stage based on the slope
resistance of the vehicle that runs uphill or downhill. As a
result, even if the highest gear stage of the shift range set at
the manual shift mode is limited, downshifting to the gear stage
where higher driving force for running uphill or higher engine
braking force can be obtained is performed by a single downshifting
operation.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a flowchart representing a control routine for setting a
first shift range in a first embodiment;
FIG. 2 is a block diagram of an automatic transmission;
FIG. 3 is a block diagram of an electric system of the automatic
transmission;
FIG. 4 is a schematic view showing shift positions provided in a
shift device;
FIG. 5 is a table representing gear speeds that can be selected in
the respective shift ranges D, 2 and L;
FIG. 6 is a schematic view showing the state where the shift range
is selected in the position M;
FIG. 7 is a table representing gear speeds that can be selected in
the respective shift ranges;
FIG. 8 is a flowchart representing a control routine for setting a
second shift range in a second embodiment;
FIG. 9 is a block diagram of an automatic transmission system in a
third embodiment;
FIG. 10 is a flowchart representing a control routine for setting a
third shift range;
FIG. 11 is a flowchart representing a control routine for setting
the third shift range;
FIG. 12 is a flowchart representing a control routine for setting
the third shift range;
FIG. 13 is a flowchart representing a control routine for setting a
fourth shift range in a fourth embodiment;
FIG. 14 is a flowchart representing a control routine for setting a
third shift range in other embodiment;
FIGS. 15A and 15B are flowcharts representing control routines for
setting the first shift range in other embodiment; and
FIG. 16 is a schematic view of the shift device according to other
embodiment.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
First Embodiment
A first embodiment of the invention will be described referring to
FIGS. 1 to 7. Referring to FIG. 2, an automatic transmission system
10 mounted in a vehicle includes an automatic transmission 11, a
shift device 12, an upshift switch 13, a downshift switch 14, and
an electronic control unit for transmission 15 (hereinafter
referred as a T-ECU).
The automatic transmission 11 receives an output of a gasoline
engine (an internal combustion engine that is referred simply as
the engine) 16 via a torque converter 17 so as to be output to a
drivetrain (not shown).
The automatic transmission 11 includes a gear portion 18 and a
hydraulic control 19. The gear portion 18 includes a plurality of
friction engagement elements such as hydraulic clutches and
hydraulic brakes in addition to the gear train of a planetary gear
type. The gear train connection state is changed to a parking
state, reverse state, neutral state, and a forward state by
selecting combination of the friction engagement elements to be
operated. In the forward state, the gear stage to be established is
selected among those speeds including 1st, 2nd, 3rd, 4th, and 5th
shift speeds.
A hydraulic control 19 includes a plurality of electromagnetic
solenoids each operated on the basis of control signals input from
outside. Each operation state of the hydraulic clutches and the
hydraulic brakes is changed in accordance with the operating state
of each of the electromagnetic solenoids. The operating state of
the gear portion 18 is, then, changed to one of the parking state,
reverse state, neutral state, and forward state.
The shift device 12, provided aside a driver's seat, includes a
shift lever 20 by which the operating state of the automatic
transmission 11 is selected to one of the parking state, reverse
state, neutral state and forward state.
Referring to FIG. 4, the shift device 12 has a shift gate provided
with shift positions including P (parking), R (reverse), N
(neutral), D (drive range), M (manual range), 2 (two-speed range),
and L (one-speed range) such that the shift position is selected by
the shift lever 20.
Referring to FIG. 2, the upshift switch 13 and the downshift switch
14 are provided on the left and the right portions of a steering
wheel 21, respectively. Those upshift and downshift switches 13, 14
are provided so as to be operated by the vehicle operator during
the steering operation. The upshift switch 13 is operated by the
vehicle operator to intentionally perform upshifting to establsh
the gear to be one stage higher in the state where the position M
of the shift device 12 is selected. Likewise the downshift switch
14 is operated by the vehicle operator to intentionally perform
downshifting to establish the gear to be one stage lower in the
state where the position M of the shift device 12 is selected.
An electrical system of the embodiment will be described referring
to FIG. 2. The engine 16 is provided with a water temperature
sensor 22 for detecting a temperature TW of an engine cooling
water.
An intake pipe 23 is provided with a throttle opening sensor 25 for
detecting a throttle opening TH of a throttle valve 24. The
automatic transmission 11 is provided with a vehicle speed sensor
26.
According to the embodiment, the throttle opening TH and the
vehicle speed V constitute the first vehicle operation information,
and the vehicle speed V constitutes the second vehicle operation
information. The shift device 12 is provided with a shift position
sensor 27 for detecting a shift position SP.
Referring to FIG. 3, the T-ECU 15 receives operation signals from
the upshift switch 13 and the downshift switch 14, respectively,
and further detection signals from the water temperature sensor 22,
throttle opening sensor 25, vehicle speed sensor 26, and shift
position sensor 27.
Meanwhile, the T-ECU 15 outputs control signals indicating the
operating state to be established, and control signals indicating
the gear stage to be connected in the forward shift speeds to the
hydraulic control portion 19 of the automatic transmission 11. In
the embodiment, the T-ECU 15 serves to set the gear stage and the
shift range upon change in the shift mode.
The T-ECU 15 changes the operation state of the gear portion 18 by
controlling the hydraulic control 19 of the automatic transmission
11 on the basis of the shift position SP detected by the shift
position sensor 27.
More specifically, the T-ECU 15 brings the gear portion 18 into the
parking state when the shift position SP is detected as being in
the position P. Likewise, it brings the gear portion 18 into the
reverse position and the neutral position when the shift position
SP is detected as being the positions R and N, respectively.
The T-ECU 15 selects the shift mode into the automatic shift mode
when the shift position SP is in the position D, and selects the
gear stage among the 1st to 5th speeds at which it is expected to
provide appropriate fuel efficiency and power in accordance with
the vehicle operating state. Accordingly, the gear stage is
automatically changed to the selected speed.
According to the embodiment, the vehicle operating state (engine
load, torque required by the vehicle operator and the like) is
determined on the basis of the vehicle speed V and the throttle
opening TH under the generally employed automatic shift control so
as to select the gear stage that has been preliminarily set in
accordance with the vehicle operating state. In the embodiment, the
vehicle speed V and the throttle valve opening TH constitute the
first vehicle operating information.
When the shift position SP is in the position 2, the T-ECU 15 does
not perform upshifting from the 2nd to the higher speed. The T-ECU
15 conducts automatic transmission control as in the automatic
shift mode in the shift range having the 2nd speed as the highest
gear stage in accordance with the vehicle operating state as shown
in FIG. 5.
When the shift position SP is in the position L, the T-ECU 15 holds
the gear stage in the 1st speed. Meanwhile, when the shift position
SP is in the position M, the manual shift mode is set, and the
shift range is changed on the basis of the upshifting SU by the
upshift switch 13 or the downshifting operation SD by the downshift
switch 14. The shift range includes 5 ranges, that is, ranges 5, 4,
3, 2 and L. Referring to FIG. 7, the range 5 allows selection of
the gear stage among 1st to 5th speeds. Each of the ranges 4, 3, 2
allows selection of the gear stage among 1st to 4th speeds, 1st to
3rd speeds, and 1st to 2nd speeds, respectively. In the range L,
the 1st speed is only available. The T-ECU 15 conducts the shift
control of range holding type in the manual shift mode. In the
embodiment, the upshifting SU and the downshifting SD are manually
conducted.
When the upshifting SU is performed in the manual shift mode, the
T-ECU 15 changes the currently set shift range to the shift range
having the highest gear which is one stage hither than the highest
gear in the current shift range. Referring to FIG. 6, for example,
if the shift range is currently set in L, the shift range is
changed to the range 2. Likewise, if the shift range is currently
set in the range 2, the shift range is changed to the range 3. If
the shift range is currently set in the range 3, the shift range is
changed to the range 4. If the shift range is currently set in the
range 4, the shift range is changed to the range 5.
When the downshifting SD is performed, the T-ECU 15 changes the
currently set shift range to the shift range having the highest
gear as being one stage lower than the highest gear in the
currently set shift range. That is, as shown in FIG. 6, if the
shift range is currently set in the range 5, the shift range is
changed to the range 4. Likewise, if the shift range is currently
set in the range 4, the shift range is changed to the range 3. If
the shift range is currently set in the range 3, the shift range is
changed to the range 2. If the shift range is currently set in the
range 2, the shift range is changed to the range L.
In the currently set shift range in the manual shift mode, the
T-ECU 15 conducts the same automatic shift control as those
conducted in the position D in the automatic shift mode. If the
shift range 5 is currently set, the gear stage is selected among
the 1st to the 5th speeds in accordance with the throttle opening
TH and the vehicle speed V as shown in the table of FIG. 7. If the
shift range 4 is currently set, the gear stage is selected among
the 1st to the 4th speeds. If the shift range 3 is currently set,
the gear stage is selected among the 1st to the 3rd speeds. If the
shift range 2 is currently set, the gear stage is selected between
the 1st and 2nd speeds. If the shift range L is currently set, the
gear stage is held in the 1st stage irrespective of the throttle
opening TH and the vehicle speed V. When the automatic shift
control is conducted in the ranges L, 2, 3, and 4 at the manual
shift mode, the upshifting operation from the highest gear stage in
the currently set shift range is stopped unlike the automatic shift
control at the automatic shift mode.
(Control for Setting First Shift Range)
Upon selection of the shift position SP from the position D to M,
the T-ECU 15 performs the control for setting the first shift range
where the shift range after setting the shift position is selected
among 5 shift ranges on the basis of the vehicle speed V. In this
embodiment, the vehicle speed V constitutes the second vehicle
operation information.
The control for setting the first shift range will be described
referring to the flowchart of FIG. 1. In step (hereinafter referred
to as S) 100, it is determined whether the shift position SP is set
in the position M. If YES is obtained in S100, that is, the shift
position SP is set in the position M, the shift mode is held in the
manual mode, thus keeping the manual shift control.
If NO is obtained in S100, that is, the shift position SP is set in
the position D, the process proceeds to S101 where the shift mode
is changed from manual to automatic mode, thus, executing the
automatic shift control and the process proceeds to S102. In the
automatic shift mode, in S102, it is determined whether the vehicle
speed V is smaller than a predetermined first vehicle speed
reference value SPDCHK1. If YES is obtained in S102, that is, the
vehicle speed V is smaller than the SPDCHK1, the process proceeds
to step S103 where the 3 range flag sftch3RG is set to 1, and the 4
range flag sftch4RG and the 5 range flag sftch5RG are set to 0,
respectively. The first vehicle speed reference value SPDCHK1
represents the value based on which it is determined whether the
currently detected vehicle speed V allows selection of one of the
3rd and 4th speeds under the automatic shift control in the
automatic shift mode. The 3 range flag sftch3RG, 4 range flag
sftch4RG, and 5 range flag sftch5RG are used for setting the shift
ranges 3, 4, and 5, respectively.
If the vehicle speed V is equal to or higher than the first vehicle
speed reference value SPDCHK1 in S103, the process proceeds to S104
where it is determined whether the vehicle speed V is smaller than
a second vehicle speed reference value SPDCHK2 that is larger than
the first vehicle speed reference value SPDCHK1. If YES is obtained
in S104, that is, the vehicle speed is lower than the SPDCHK2, the
process proceeds to S105 where the 4 range flag sftch4RG is set to
1, and the 3 range flag sftch3RG, and the 5 range flag sftch3RG are
set to 0, respectively. The second vehicle speed reference value
SPDCHK2 represents the value based on which it is determined
whether the currently detected vehicle speed V allows selection of
one of the 4th and the 5th speeds under the automatic shift control
in the automatic shift mode.
If NO is obtained in S104, that is, the vehicle speed V is equal to
or higher than the SPDCHK2, the process proceeds to S106 where the
5 range flag sftch5RG is set to 1, and the 3 range flag sftch3RG, 4
range flag sftch4RG are set to 0, respectively.
After executing S103, S105, and S106, the process proceeds to S107
where it is determined whether the shift position SP has been
changed from the position D to M. If NO is obtained in S107, that
is, the shift position SP is held in the position D, the process
returns to S101.
If YES is obtained in S107, that is, the shift position SP has been
changed to the position M, the process proceeds to S108 where it is
determined whether the 3 range flag sftch3RG is set to 1. If YES is
obtained in S108, that is, the sftch3RG is equal to 1, the process
proceeds to S109 where the shift range is changed to the range 3,
and the 3 range flag sftch3RG is set to 0. The routine, then,
ends.
If NO is obtained in S108, that is, the 3 range flag sftch3RG is
not equal to 1, the process proceeds to S110 where it is determined
whether the 4 range flag sftch4RG is equal to 1. If YES is obtained
in S110, that is, the sftch4RG is equal to 1, the process proceeds
to S110 where the shift range is changed to the range 4, and the 4
range flag sftch4RG is set to 0. The routine, then ends.
If NO is obtained in S110, that is, the 4 range flag sftch4RG is
not equal to 1, the process proceeds to S112 where the shift range
is changed to the range 5, and the 5 range flag sftch5RG is set to
0. The routine, then ends.
(Operation)
The operation of the embodiment as structured above will be
described.
When the vehicle operator sets the shift position SP to the
position D where the 3rd speed is established under the automatic
shift control, that is, the accelerator pedal is released during
running at the vehicle speed V as a constant speed, which is lower
than the first vehicle speed reference value SPDCHK1, the throttle
opening TH is fully closed. Accordingly, the upshifting from the
3rd to the 5th speed is performed.
If the vehicle operator intends to perform downshifting for the
purpose of obtaining the engine braking force higher than that
obtained in the 5th speed, the shift position SP is changed from
the position D to M. Then the shift range in the position M becomes
the range 3 such that the gear stage is changed from the 5th to the
3rd speed.
In the aforementioned state, when the vehicle operator performs
downshifting SD once, the shift range is changed from the range 3
to 2 such that the gear stage is changed from the 3rd to the 2nd
speed. This makes it possible to provide the engine braking force
higher than that obtained in the one stage lower gear, that is, 2nd
speed during running at the constant speed in the state where the
3rd speed is selected under the automatic shift control.
When the vehicle operator sets the shift position SP to the
position D, and the 5th speed is selected in the automatic shift
mode, that is, the accelerator pedal is released during running at
the high vehicle speed V which is equal to or higher than the
second vehicle speed reference value SPDCHK2, the 5th speed is
maintained.
If the vehicle operator intends to perform downshifting for the
purpose of obtaining the acceleration torque or the engine braking
force higher than that obtained in the 5th speed, the shift
position SP is changed from the position D to M. Then the shift
range in the position M becomes the range 5 such that the gear
stage is kept in the 5th speed.
In the aforementioned state, when the vehicle operator performs
downshifting SD once, the shift range is changed from the range 5
to 4 such that the gear stage is changed from the 5th to the 4th
speed. This makes it possible to provide the acceleration torque or
the engine braking force during running at high speeds in the 5th
speed under the automatic shift control, which is higher than that
obtained in one stage lower speed, that is, the 4th speed.
Accordingly only a single downshifting after change in the mode
from the automatic shift mode to the manual shift mode allows the
gear stage set at the automatic shift mode to be shifted down to
the stage as being one stage lower.
(Effect)
Effects obtained from the embodiment will be described.
(1) In the automatic shift mode where the shift position SP is set
to the position D, the T-ECU 15 selects the gear stage among 5
speeds so as to be set in the automatic transmission 11 on the
basis of the throttle opening TH and the vehicle speed V detected
at that time (first vehicle information).
Upon change in the shift position SP from the position D to M, the
T-ECU 15 sets the shift range selected in accordance with the
vehicle speed V detected at that time (second vehicle information)
in the automatic transmission 11.
Since the gear stage set in the manual shift mode is different from
the gear stage set in the automatic shift mode, the vehicle
operator is allowed to downshift to the gear at which the engine
braking force higher than the desired force while reducing the
frequency of downshifting operations at the manual shift mode.
In the shift control apparatus for the vehicular automatic
transmission disclosed in JP-A-6-221417, when the vehicle operator
releases the accelerator pedal in order to decelerate from the
running state of acceleration in the 3rd speed at the automatic
shift mode, the shift control apparatus automatically performs
upshifting from the 3rd to the 5th speed. When the vehicle operator
changes the shift range from the range D to B for further
deceleration, the gear is shifted from the 5th to the 4th speed.
The engine braking force desired by the vehicle operator is
obtained in the 2nd speed that is one stage lower than the 3rd
speed. Therefore, downshifting has to be performed twice in the
range B.
In this embodiment, on the contrary, the downshifting SD is
required only once after changing the shift mode to the manual
mode.
(2) In the manual shift mode, the T-ECU 15 selects the appropriate
gear in the shift range set upon selection from the automatic shift
mode to the manual shift mode in accordance with the throttle
opening TH and the vehicle speed V (first vehicle operation
information), and sets the selected gear in the automatic
transmission 11.
The T-ECU 15 changes the currently set shift range to the one
having the highest gear that is one stage higher than that in the
currently set shift range by the upshifting SU at the manual shift
mode. Likewise the T-ECU 15 changes the currently set shift range
to the one having the highest gear that is one stage lower than
that in the currently set shift range by the downshifting SD.
Therefore, during running at the manual shift mode, the gear stage
is automatically downshifted in accordance with the vehicle
operation state. If the vehicle is decelerated without applying
further higher engine braking force by downshifting, the
downshifting is automatically performed. This makes it possible to
eliminate the need of performing the downshifting, thus simplifying
the operation.
(3) When the vehicle operator changes the shift mode from the
automatic mode to the manual mode, the T-ECU 15 selects the gear in
accordance with the vehicle speed V (second vehicle operation
information) and sets the selected gear in the automatic
transmission 11.
If the automatic shift mode is changed to the manual shift mode
during running at the automatic shift mode in the state where the
upshifting from the currently set gear is performed by the vehicle
operator who releases the accelerator pedal, the gear established
after the change in the shift mode corresponds to the one which has
been set based on the throttle opening TH and the vehicle speed
under the automatic shift control before the release of the
accelerator pedal.
The appropriate gear in accordance with the vehicle speed V upon
change in the shift mode to the manual mode can be established
irrespective of the release state of the accelerator pedal in the
automatic shift mode. Only a single operation of the downshifting
at the automatic shift mode makes it possible to change the gear to
the stage at which the engine braking force or the acceleration
torque that is higher than that desired by the vehicle operator is
obtained.
Second Embodiment
A second embodiment of the invention will be described referring to
FIG. 8. The second embodiment is different from the first
embodiment in three points as described below.
In the second embodiment, the automatic transmission includes 6
speeds.
The uphill/downhill control is conducted in the automatic shift
mode.
The second shift range set control is conducted in place of the
first shift range set control.
The elements constituting the structure, which are identical to
those in the first embodiment will be designated with the same
reference numerals, and each explanation of those elements, thus,
will be omitted. The explanation of the aforementioned three
different points are explained hereinafter.
In the second embodiment, the T-ECU 15 serves to set the gear stage
upon manual shifting, set the shift range upon manual shift mode,
and restrict shifting in the automatic shift mode. In the automatic
shift mode where the shift position is set in the position D, the
T-ECU 15 selects the appropriate gear among the 1.sup.st to
6.sup.th speeds so as to obtain the fuel efficiency and power in
accordance with the vehicle operation state. The T-ECU 15 then sets
the selected gear to be established for conducting automatic shift
control. Like the first embodiment, the gear is selected on the
basis of the first vehicle operation information containing the
vehicle speed V and the throttle opening TH.
When the shift position SP is in the position M, the shift mode is
changed to the manual shift mode. In the aforementioned state, the
T-ECU 15 changes the shift range to be set in accordance with the
upshifting SU or downshifting SD. In this embodiment, 6 shift
ranges are provided by adding one shift range to the 5 shift ranges
in the first embodiment. The shift range 6 includes the 1st to 6th
speeds. Upon selection of the shift mode to the manual mode, if the
shift range 5 has been set, the T-ECU 15 performs upshifting so as
to change the shift range from the range 5 to 6. If the shift range
6 has been set, the T-ECU 15 performs downshifting so as to change
the shift range from the range 6 to 5. If the shift range 6 has
been set in the manual shift mode, the T-ECU 15 selects the
appropriate gear among the 1st to 6th speeds and sets the selected
gear in the automatic transmission 11 in accordance with the
vehicle operation state.
(Uphill/Downhill Running Control)
When the vehicle is running on the uphill/downhill at the automatic
shift mode, the T-ECU 15 conducts the uphill/downhill running
control such that the highest gear to be set is kept lower stage in
accordance with the slope resistance.
The uphill/downhill running control is a generally employed
technology. In this embodiment, the slope resistance caused by
running on the uphill/downhill is detected on the basis of the
throttle opening TH and the vehicle acceleration derived from the
vehicle speed V. The slope resistance caused by the running on the
uphill/downhill constitutes the third vehicle operation
information.
More specifically, when the detected value (positive) of the slope
resistance during running on the uphill becomes equal to or greater
than a predetermined first slope reference value, the highest gear
stage is set to the 5th speed. Then upshifting from the 5th to 6th
speed is interrupted, and downshifting from the 6th to 5th speed is
performed. When the detected value becomes equal to or greater than
a second slope reference value that is larger than the first slope
reference value, the highest gear is set to the 4th speed. Then
upshifting from the 4th to the 5th speed is interrupted and
downshifting from the 5th or 6th to 4th speed is performed. When
the detected value becomes equal to or greater than a third slope
reference value that is larger than the second slope reference
value, the highest gear is set to the 3rd speed. Then upshifting
from the 3rd to 4th speed is interrupted and downshifting from the
4th, 5th, or 6th to 3rd speed is performed.
When the detected value (negative) of the slope resistance during
running on the downhill becomes equal to or greater than a
predetermined fourth slope reference value, the highest gear is set
to the 5th speed. The upshifting from the 5th to 6th speed is
interrupted, and downshifting from the 6th to 5th is performed.
When the detected value becomes equal to or greater than a fifth
slope reference value that is larger than the fourth slope
reference value, the highest gear is set to the 4th speed. Then
upshifting from the 4th to 5th speed is interrupted, and
downshifting from the 5th or 6th to 4th speed is performed. When
the detected value becomes equal to or greater than a sixth slope
reference value larger than the fifth slope reference value, the
highest gear is set to the 3rd speed. Then upshifting from the 3rd
to 4th speed is interrupted, and downshifting from the 4th, 5th or
6th to 3rd speed is performed.
Upon change in the shift position SP from the position D to M under
the uphill/downhill running control at the automatic shift mode,
the T-ECU 15 executes a second shift range set control for setting
the shift range having the highest gear stage that is limited to
the lower speed under the uphill/downhill running control.
In the second embodiment of the invention, the highest gear stage
to be limited under the uphill/downhill running control constitutes
the second vehicle operation information.
(Second Shift Range Set Control)
The control routine for the second shift range set control will be
described referring to a flowchart of FIG. 8. In S200, it is
determined whether the shift position SP is in the position M. If
YES is obtained in S200, that is, the shift position SP is in the
position M, the shift mode is held at the manual shift mode where
the manual shift control is continued. If NO is obtained in S200,
that is, the shift position SP is in the position D, the process
proceeds to S201 where the shift mode is changed from the manual to
the automatic mode where the automatic shift control is
executed.
Under the automatic shift control, it is determined in S202 whether
the highest gear speed is limited under the uphill/downhill running
control. If NO is obtained in S202, that is, the highest gear speed
is not limited, the process proceeds to S203. In S203, the 3rd
speed flag XEN3rd, 4th speed flag XEN4th, and 5th speed flag XEN5th
are all set to 0, and the automatic shift control is continued. The
3rd speed flag XEN3rd, 4th speed flag XEN4th, and 5th speed flag
XEN5th are used for setting the shift ranges 3, 4, and 5,
respectively.
If YES is obtained in S202, that is, the highest gear speed is
limited, the process proceeds to S204 where it is determined as to
which gear stage, the 3rd, 4th or 5th speed, corresponds to the
highest stage in the currently set shift range.
If it is determined that the 3rd speed corresponds to the highest
gear stage in S204, the process proceeds to S205 where the 3rd flag
XEN3rd is set to 1. If it is determined that the 4th speed
corresponds to the highest gear stage in S204, the process proceeds
to S206 where the 4th flag XEN4th is set to 1. Likewise if it is
determined that the 5th speed corresponds to the highest gear stage
in S204, the process proceeds to S207 where the 5th flag XEN5th is
set to 1.
After execution of S205, S206 or S207, the process proceeds to S208
where it is determined whether the shift position SP is changed
from the position D to M. If NO is obtained in S208, that is, the
shift position SP is held in the position D, the routine returns to
S201.
Meanwhile, if YES is obtained in S208, that is, the shift position
SP is changed from the position D to M, the process proceeds to
S209 where it is determined whether the 3rd flag XEN3rd is equal to
1. If YES is obtained in S209, that is, the 3rd flag XEN3rd is
equal to 1, the process further proceeds to S210 where the shift
range is changed to the range 3, and the routine, then ends.
If NO is obtained in S209, that is, the 3rd flag XEN3rd is not
equal to 1, the process proceeds to S211 where it is determined
whether the 4th flag XEN4th is equal to 1. If YES is obtained in
S211, that is, the 4th flag XEN4th is equal to 1, the process
proceeds to S212 where the shift range is changed to the range 4,
and the routine ends.
If NO is obtained in S211, that is, the 4th flag XEN4th is not
equal to 1, the process proceeds to S213 where the shift range is
changed to the range 5.
(Operation)
The operation of the above-structured embodiment will be described
hereinafter.
When the vehicle is running on the uphill in the state where the
shift position is set to the position D, and the running state of
the vehicle on the gentle uphill shows the slope resistance equal
to or larger than the first slope resistance value, and smaller
than the second slope resistance value, the highest gear is limited
to the 5th speed under the uphill running control.
In the case where the vehicle operator intends to perform
downshifting to obtain the uphill running torque higher than that
obtained in the 5th speed, the shift position is changed from the
position D to M. Then the second shift range set control is
executed such that the shift range 5 in the position M is
established, thus maintaining the gear stage in the 5th speed.
When the vehicle operator performs downshifting only once in the
aforementioned case, the shift range 5 is changed to the shift
range 4, and the gear stage is shifted from the 5th to 4th speed.
As a result, during running on the gentle uphill under the uphill
running control where the 5th speed is set as the highest gear in
the shift range, the uphill running torque that is higher than the
torque derived from the 4th speed as being one stage lower can be
obtained.
In the medium uphill running at the automatic shift mode showing
the slope resistance equal to or larger than the second slope
resistance reference value, and smaller than the third slope
resistance reference value, the uphill running control limits the
highest gear in the shift range to the 4th speed.
When the vehicle operator intends to perform downshifting to obtain
the uphill running torque higher than the torque obtained in the
4th speed, the shift position SP is changed from the position D to
M. Then the second shift range set control starts to set the shift
range to the range 4 at the shift position M. The gear stage is,
thus, held in the 4th speed.
If the vehicle operator performs downshifting only once, the shift
range is changed from the range 4 to 3, and the gear stage is
shifted from the 4th to the 3rd speed. As a result, during running
on the medium uphill having the 4th speed set as the highest gear
stage under the uphill running control, the uphill torque that is
higher than the torque derived from the 3rd speed as being one
stage lower can be obtained.
In the running on the sharp uphill at the automatic shift mode,
when the slope resistance is equal to or larger than the third
slope resistance reference value, the uphill running control limits
the highest gear in the shift range to the 3rd speed.
When the vehicle operator intends to perform downshifting to obtain
the uphill running torque higher than the torque derived from the
3rd speed, the shift position SP is changed from the position D to
M.
Then the second shift range set control starts to set the shift
range to the range 3 in the position M. The gear stage is, thus,
held in the 3rd speed. If the vehicle operator performs
downshifting only once in the aforementioned state, the shift range
is changed from the range 3 to 2, and the gear stage is shifted
from the 3rd to 2nd speed.
As a result, during running on the sharp uphill where the 3rd speed
is set as the highest gear stage under the uphill running control,
the uphill torque that is higher than the torque derived from the
2nd speed as being one stage lower can be obtained. As a result, a
single downshifting operation after changing the shift mode from
the automatic to manual mode makes it possible to perform
downshifting from the gear stage set at the automatic shift mode to
the gear that is one stage lower.
During running downhill, like running uphill as described above,
single downshifting operation of the vehicle operator makes it
possible to perform downshifting to the gear as being one stage
lower. Accordingly, the engine braking force higher than the one
derived from the gear stage one stage lower can be obtained.
(Effect)
The effect of the embodiment will be described hereinafter.
(4) When the vehicle operator changes the shift mode from the
automatic to the manual mode, the T-ECU 15 sets the shift range
having the highest gear stage corresponding to the highest gear
stage limited under the uphill/downhill running control (third
vehicle operation information).
Accordingly even if the highest gear set under the uphill/downhill
running control at the automatic shift mode is different from that
at the manual shift mode, the highest gear limited under the
uphill/downhill running control can be set upon change in the shift
mode to the manual mode.
Therefore, a single downshifting SD after changing the shift mode
to the manual mode makes it possible to change the gear to the
stage by which the uphill running torque higher than that intended
by the vehicle operator may be obtained.
Third Embodiment
The third embodiment of the invention will be described referring
to FIGS. 9, 10, and 12 will be described hereinafter. This
embodiment is different from the first embodiment in the points as
described below.
In the embodiment, an engine speed sensor 30, an intake air
quantity sensor 31, and an accelerator opening sensor 33 are
provided.
The T-ECU 15 executes a third shift range set control in the manual
shift mode.
The elements constituting the structure, which are identical to
those in the first embodiment will be designated with the same
reference numerals, and each explanation of those elements,
therefore, will be omitted. The explanation of the aforementioned
two different points will be explained hereinafter.
Referring to FIG. 9, the engine 16 is provided with the engine
speed sensor 30 for detecting an engine speed NE. The intake air
quantity sensor 31 for detecting intake air quantity Vf for air
combustion is provided in an inlet of an intake pipe 23.
An accelerator opening sensor 33 for detecting an accelerator
opening tap is provided on an accelerator pedal 32. In this
embodiment, the T-ECU 15 serves to set the gear stage and the shift
range upon manual shifting.
The T-ECU 15 obtains the engine speed NE from the detection signal
output from the engine speed sensor 30. The T-ECU 15 further
obtains the intake air quantity Vf and the accelerator opening tap
from the detection signals output from the intake air quantity
sensor 31 and the accelerator opening sensor 33, respectively.
The T-ECU 15 obtains a current vehicle acceleration gbef of the
vehicle from the vehicle speed V obtained at sufficiently short
time intervals. The T-ECU 15 further obtains the engine torque from
the engine speed NE and the intake air quantity Vf.
The T-ECU 15 estimates the acceleration gaf after shifting based on
the gear ratio to be set in the shift range having the highest gear
as being one stage or two stages lower than the highest gear in the
shift range set in accordance with the detected engine torque, and
vehicle speed V at the manual shift mode, or the transmission ratio
of the power transmission system.
In the embodiment, the T-ECU 15 executes the third shift range set
control for setting the shift range at which the downshifting SD is
performed at the manual shift mode on the basis of the accelerator
opening tap, the vehicle acceleration gbef, and the acceleration
after shifting gaf.
In this embodiment, the fourth vehicle operation information is
obtained from the accelerator opening tap, the vehicle acceleration
gbef, and the vehicle acceleration gbef. Under the third shift
range set control, the T-ECU 15 determines whether the vehicle
operator intends to accelerate the vehicle on the basis of the
accelerator opening tap. It is further determined whether the
vehicle is currently in the accelerated state, the normal running
state, or the decelerated state from the vehicle acceleration gbef
corresponding to the accelerator opening tap. The T-ECU 15
estimates as to which state the vehicle is brought into after
shifting, the accelerated state, the normal running state or the
decelerated state on the basis of the acceleration after shifting
gaf corresponding to the accelerator opening tap. In accordance
with the aforementioned determinations, the shift range to be set
upon downshifting SD is set.
(Third Shift Range Set Control)
The routine of the third shift range set control will be described
referring to flowcharts of FIGS. 10 to 12.
In S300, it is determined whether the shift mode is in the manual
mode on the basis of the shift position SP. If NO is obtained in
S300, that is, the shift mode is not at the manual mode, the
control routine is not executed. If YES is obtained in S300, that
is, the shift mode is at the manual mode, the process proceeds to
S301 where it is determined whether the accelerator opening tap is
smaller than a predetermined accelerator opening reference value
tap 1. The accelerator opening reference value tap 1 is set such
that it is determined whether the accelerator pedal 32 is depressed
by the vehicle operator for the purpose of accelerating the
vehicle. In S301, it is determined whether the accelerator pedal 32
is depressed by the vehicle operator who intends to accelerate the
vehicle.
(No Intention of Acceleration)
If YES is obtained in S301, that is, the accelerator opening tap is
smaller than the accelerator opening reference value tap 1, the
process proceeds to S302 where a non-acceleration flag tapcst is
set to 1.
Then in S303, it is determined whether the vehicle acceleration
gbef exceeds a predetermined first acceleration reference value in
a non-acceleration state regg1. The first acceleration reference
value regg1 is set such that it is determined whether the vehicle
acceleration gbef resulting from depression of the accelerator
pedal 32 by the vehicle operator with no intention of acceleration
is relatively large. In S303, it is determined whether the vehicle
acceleration gbef determined by the driving force and running
resistance generated when the vehicle operator depresses the
accelerator pedal 32 lightly because of no intention of
accelerating is relatively large. The running resistance is
obtained as the sum of the air resistance in accordance with the
vehicle speed V, the slope resistance in accordance with the slope
of the road, and the like.
If NO is obtained in S303, that is, the vehicle acceleration gbef
is equal to or greater than the first acceleration reference value
regg1, the process proceeds to S304 where the first acceleration
flag in the non-accelerated state gbefidac is set to 0. The process
then proceeds to S305.
In S305, it is determined whether the acceleration gaf obtained in
the gear set upon change in the currently set shift range to the
range (X range) having the highest gear one stage lower is smaller
than a predetermined second acceleration reference value in the
non-accelerated state dcafg. The second acceleration reference
value dcafg is set for determining relative magnitude of the
acceleration after shifting gaf obtained in the gear in the shift
range having the highest gear as being one stage lower. In S305, it
is determined whether the magnitude of the acceleration gaf defined
by the driving force and the running resistance generated during
running by the vehicle operator with no intention of acceleration
is large.
The gear stage established upon change in the shift range to the
range having the highest gear as being one stage lower may become
one stage lower than the currently set gear stage, or the same as
the currently set gear stage. In the state where the highest gear
stage is set in the current shift range, shifting to the lower
shift range may establish the gear stage as being one stage lower.
In the state where the gear stage is set to be lower than the
highest gear in the current shift range, shifting to the lower
shift range may keep the currently set gear stage unchanged.
If YES is obtained in S305, that is, the acceleration gaf obtained
in the gear set in the shift range having the highest gear as being
one stage lower is smaller than the second acceleration reference
value dcafg, the process proceeds to S306. In S306, the second
acceleration flag in the non-accelerated state gafiddc is set to 1,
and the process proceeds to S308. If NO is obtained in S305, the
process proceeds to S307 where the second acceleration flag gafiddc
is set to 0, and the process proceeds to S308.
If YES is obtained in S303, that is, the vehicle acceleration gbef
exceeds the first acceleration reference value regg1, the process
proceeds to S309 where the first acceleration flag in the
non-accelerated state is set to 1. Then the process proceeds to
S310.
In S310, it is determined whether the acceleration gaf in the gear
stage established after changing the shift range to the range
having the highest gear two stages lower, that is, the range X-1 is
smaller than the second acceleration reference value dcafg. The
second acceleration reference value in the non-accelerated state
dcafg is used to determine the relative magnitude of the
acceleration gaf obtained in the gear in the shift range having the
highest gear as being two stages lower. Like S305, it is determined
in S310, whether the acceleration gaf defined by the driving force
and the running resistance is relatively large.
The gear stage established upon change in the shift range to the
range having the highest gear as being two stages lower by the
downshifting SD may become one stage or two stages lower than the
gear which is established in the currently set shift range, or the
same as the gear which is established in the currently set shift
range. In the state where the highest gear stage or the stage one
stage lower is established in the current shift range, shifting to
the lower shift range may establish the gear stage as being two
stages or one stage lower. In the state where the gear stage is set
to be two or more stages lower than the highest gear in the current
shift range, shifting to the lower shift range may keep the
currently set gear stage unchanged.
If YES is obtained in S310, that is, the acceleration gaf obtained
in the gear stage set in the shift range having the highest gear as
being two stages lower is smaller than the second acceleration
reference value dcafg, the process proceeds to S306. In S306, the
second acceleration flag gafiddc is set to 1, and then the process
proceeds to S308. If NO is obtained in S310, that is, the
acceleration gaf is equal to or greater than the second
acceleration reference value dcafg, the process proceeds to S307
where the range set flag in the non-accelerated state gafidde is
set to 0, and further proceeds to S308.
(Intention of Vehicle Operator to Accelerate)
If NO is obtained in S301, that is, the accelerator opening tap is
equal to or greater than the accelerator opening reference value
tap 1, the process proceeds to S311 as shown in the flowchart of
FIG. 11 where the non accelerating flag tapcst is set to 0.
Then in S312, it is determined whether the vehicle acceleration
gbef exceeds a predetermined first acceleration reference value
upon acceleration regg2. The first acceleration reference value
regg2 is set so as to determine the relative magnitude of the
vehicle acceleration gbef when the vehicle operator depresses the
accelerator pedal 32 with the intention of accelerating. In S312,
it is determined whether the vehicle acceleration gbef defined by
the driving force and the running resistance caused by depression
of the accelerator pedal 32 with the intention of acceleration is
relatively large.
If YES is obtained in S312, that is, the current vehicle
acceleration gbef is equal to or smaller than the first
acceleration reference value upon acceleration regg2, the process
proceeds to S313 where the first acceleration flag gbeftaac is set
to 1, and further proceeds to S314.
In S314, it is determined whether the acceleration after shifting
gaf which is obtained in the gear stage set upon change in the
shift range to the one having the highest gear as being one stage
lower, that is, the range X becomes smaller than a predetermined
second acceleration reference value upon acceleration acafg. The
second acceleration reference value acafg is set such that it is
determined whether the acceleration after shifting gaf, which is
obtained in the gear stage set in the shift range having the
highest gear as being one stage lower is relatively large. That is,
in S314, it is determined whether the acceleration gaf which is
defined by the driving force and the running resistance is
relatively large when the vehicle operator has no intention to
accelerate.
If YES is obtained in S314, that is, the acceleration gaf obtained
in the gear stage set in the shift range having the highest gear as
being one stage lower is larger than the second accelerator
reference value upon acceleration acafg, the process proceeds to
S315. In S315, the second acceleration flag gaftaac is set to 1,
and the process further proceeds to S308. If NO is obtained in
S314, that is, the acceleration gaf is equal to or smaller than the
second accelerator reference value upon shifting acafg, the process
proceeds to S316 where the second acceleration flag gaftaac is set
to 0, and further proceeds to S308.
If NO is obtained in S312, that is, the vehicle acceleration gbef
is equal to or smaller than the regg2, the process proceeds to S317
where the first acceleration flag upon acceleration gbeftaac is set
to 0. The process then proceeds to S318.
In S318, it is determined whether the acceleration after shifting
gaf set upon the change from the currently set shift change to the
range X-1 having the highest gear as being two stages lower is
smaller than the second reference value upon acceleration acafg.
The reference value acafg is set such that it is determined whether
the acceleration after shifting gaf obtained in the gear stage set
in the shift range having the highest gear as being two stages
lower is relatively large. Like S314, it is determined in S318
whether the acceleration after shifting gaf defined by the driving
force and the running resistance is relatively large when the
vehicle operator has the intention to accelerate.
If YES is obtained in S318, that is, the value gaf is greater than
the reference value acafg, the process proceeds to S315 where the
second acceleration flag gaftaac is set to 1. The process then
proceeds to S318.
Referring to the flowchart of FIG. 10, in S308, it is determined
whether the downshifting SD has been performed. If NO is obtained
in S308, that is, the downshifting SD has not been performed, the
process returns to S300 from where the routine is repeatedly
executed. Meanwhile, if YES is obtained in S308, that is, the
downshifting SD has been performed, the process proceeds to S319 as
shown in the flowchart of FIG. 12. In S319, each state of the
non-acceleration state flag tapcst, non-acceleration first
acceleration flag gbefidac, second acceleration flag in
non-acceleration state gafiddc, first acceleration flag in the
acceleration state gbeftaac, and the second acceleration flag in
acceleration state gaftaac is determined, respectively.
In the state where the non-acceleration state flag tapcst is set to
1 and the non-acceleration first acceleration flag gbefidac is set
to 0, when the second acceleration flag in non-acceleration state
gafiddc is set to 1, the process proceeds to S320 where the current
shift range is changed to the shift range X-1 having the highest
gear as being two stages lower.
In the state where the flag tapcst is set to 1, and the flag
gbefidac is set to 1, when the flag gafiddc is set to 1, the
process proceeds to S321 where the current shift range is changed
to the shift range X-1 having the highest gear as being two stages
lower. Likewise, when the flag gafiddc is set to 0, the process
proceeds to S322 where the current shift range is changed to the
shift range X-2 having the highest gear as being three stages
lower.
In the state where the flag tapcst is set to 0, and the flag
gbeftaac is set to 1, if the flag gaftaac is set to 1, the process
proceeds to S321 where the current shift range is changed to the
shift range X having the highest gear as being one stage lower.
Likewise, when the flag gaftaac is set to 0, the process proceeds
to S321 where the current shift range is changed to the shift range
X-1 having the highest gear as being two stages lower.
In the state where the flag tapcst is set to 0, and the flag
gbeftaac is set to 0, when the flag gaftaac is set to 1, the
process proceeds to S321 where the current shift range is changed
to the shift range X-1 having the highest gear as being two stages
lower. Likewise when the flag gaftaac is set to 0, the process
proceeds to S322 where the current shift range is changed to the
shift range X-2 having the highest gear as being three stages
lower.
(Operation)
An operation obtained from the above-structured embodiment will be
explained.
(No Intention of the Vehicle Operator to Accelerate)
In the case where the vehicle is running in the shift range 5 at
the manual shift mode, and the 5th speed is set by the T-ECU 15 in
accordance with the current running state, when the vehicle
operator releases the accelerator pedal 32 for deceleration or
running at the constant speed, the accelerator opening tap becomes
smaller than the accelerator operation reference value tap 1.
If the vehicle is running against the relatively large running
resistance to the vehicle driving force obtained in the 5th speed,
for example, running on the gentle downhill, the current vehicle
acceleration gbef becomes equal to or smaller than the first
acceleration reference value upon acceleration regg1. That is, upon
release of the accelerator pedal 32, a certain magnitude of the
engine braking force is applied to the vehicle, thus bringing the
vehicle to the running state at the constant speed or the
decelerating speed.
In the case where the shift range is changed to the range 4 having
the highest gear as being one stage lower than the 5th speed, that
is, 4th speed, and the running resistance becomes relatively large
to the vehicle driving force obtained in the 4th speed that has
been changed from the 5th speed accordingly, the acceleration gaf
becomes smaller than the acceleration reference value dcafg. That
is, downshifting to the 4th speed may bring the vehicle into the
state where higher engine braking force is obtained such that the
vehicle decelerates at further high deceleration ratio.
When the vehicle operator performs downshifting SD once in the
aforementioned state highly intended to decelerate, the shift range
is changed from the range 5 to the range 4, and the gear stage is
accordingly downshifted from the 5th to 4th speed.
In the case where the vehicle runs on the gentle downhill in the
5th speed in the selected range 5 at the manual shift mode, when
the vehicle operator performs downshifting SD once for the purpose
of obtaining higher engine braking force, the gear stage is changed
from the 5th to the 4th speed such that appropriate engine braking
force is applied in accordance with the vehicle running state.
When the running resistance is relatively small with respect to the
driving force obtained in the 4th speed as being one stage lower,
the acceleration after shifting gaf becomes equal to or larger than
the second acceleration reference value in the non-acceleration
state dcafg. That is, in the aforementioned state, as the engine
braking force is, not relatively high in spite of downshifting to
the 4th speed, it can be estimated that the ratio of the vehicle
deceleration is relatively low.
Then if the vehicle operator performs downshifting SD for the
purpose of applying further higher deceleration, the shift range is
changed from the range 5 to range 3, and accordingly the gear is
changed from the 5th to the 3rd speed directly.
When the vehicle starts running on the relatively steep downhill in
the 5th speed of the range 5 at the manual shift mode, the gear
stage is changed from the 5th to the 3rd speed such that the
appropriate engine braking force is applied in accordance with the
running state of the vehicle.
Upon release of the accelerator pedal 32 from the depressed state
during running in the 5th speed in the shift range 5, the vehicle
acceleration gbef exceeds the first acceleration reference value in
the non-accelerations state regg1 when the running resistance is
relatively small with respect to the driving force obtained in the
5th speed owing to the steep downhill. In other words, the vehicle
runs in the accelerated state even if the accelerator pedal is
released.
If the running resistance in the aforementioned vehicle running
state is relatively high with respect to the driving force obtained
in the 3rd speed as being two stages lower, the acceleration after
shifting gaf becomes smaller than the second acceleration reference
value in the non-acceleration state dcafg. Accordingly, it is
estimated that downshifting to the 3rd speed may provide higher
engine braking force such that the vehicle is brought into the
deceleration state at higher rate.
When the downshifting SD is performed once in the aforementioned
state by the vehicle operator who intends to further decelerate,
the shift range is shifted from the range 5 to the range 3, and
accordingly the gear is downshifted from the 5th to the 3rd
speed.
If the vehicle operator performs the downshifting SD once for the
purpose of obtaining higher engine braking force upon running on
the steep downhill, the gear is shifted down from the 5th to the
3rd speed such that the appropriate engine braking force is applied
in accordance with the vehicle running state.
Meanwhile, if the running resistance is relatively low with respect
to the driving force obtained in the 3rd speed as being two stages
lower, the acceleration after shifting gaf becomes equal to or
larger than the second acceleration reference value in the
non-acceleration state dcafg. That is, it is estimated that high
engine braking force is not obtained even if the downshifting from
the 5th to the 3rd speed is performed, and therefore, the vehicle
is in the state of deceleration at lower rates.
When the downshifting SD is performed once in the aforementioned
state by the vehicle operator who intends to further decelerate,
the shift range is shifted from the range 5 to the range 2, and
accordingly the gear is downshifted from the 5th to the 2nd
speed.
If the vehicle operator performs the downshifting SD once for the
purpose of obtaining higher engine braking force upon running on
the steep downhill in the 5th speed in the shift range 5 at the
manual shift mode, the gear is directly shifted down from the 5th
to the 2nd speed. As a result, the appropriate engine braking force
is applied in accordance with the vehicle running state.
(Intention of the Vehicle Operator to Accelerate)
In the case where the vehicle is running in the range 5 at the
manual shift mode, and the 5th speed is set by the T-ECU 15 in
accordance with the current miming state, when the vehicle operator
depresses the accelerator pedal 32 for the purpose of acceleration,
the accelerator opening tap becomes equal to or larger than an
accelerator operation reference value tap 1.
If the vehicle is running on the gentle uphill against the
relatively small running resistance to the vehicle driving force
obtained in the 5th speed, the current vehicle acceleration gbef
exceeds the first acceleration reference value in acceleration
state regg2. That is, upon depression of the accelerator pedal 32,
the acceleration that is equal to or higher than a certain level is
applied to the vehicle, thus bringing the vehicle into the
acceleration state.
In the case where the shift range is changed to the range 4 having
the highest gear as being one stage lower than the 5th speed, that
is, 4th speed, and the running resistance becomes relatively large
to the vehicle driving force obtained in the 4th speed that has
been changed from the 5th speed accordingly, the acceleration after
shifting gaf exceeds the second acceleration reference value in
acceleration state acafg. That is, it is estimated that the
downshifting to the 4th speed may bring the vehicle into the state
where higher acceleration is obtained so as to be applied to the
vehicle.
When the vehicle operator performs the downshifting SD once in the
aforementioned state for the purpose of further acceleration, the
shift range is changed from the range 5 to the range 4, and the
gear stage is accordingly downshifted from the 5th to the 4th
speed.
In the case where the vehicle runs on the gentle uphill in the 5th
speed in the selected range 5 at the manual shift mode, when the
vehicle operator performs the downshifting SD once for the purpose
of further acceleration, the gear stage is changed from the 5th to
the 4th speed such that appropriate driving force is applied in
accordance with the vehicle running state.
When the running resistance is relatively large with respect to the
driving force obtained in the 4th speed as being one stage lower,
the acceleration after shifting gaf becomes equal to or smaller
than the second acceleration reference value in the
non-acceleration state acafg. That is, it is estimated that in the
aforementioned state, high acceleration is not obtained even if the
downshifting to the 4th speed is performed, and the vehicle
acceleration is kept from being increased.
Then if the vehicle operator performs the downshifting SD for the
purpose of applying further higher acceleration, the shift range is
shifted from the range 5 to range 3, and accordingly the gear is
directly changed from the 5th to the 3rd speed.
When the vehicle operator performs the downshifting SD once for
obtaining further acceleration upon running on the steep uphill,
the gear is shifted from the 5th to the 3rd speed such that the
appropriate driving force is applied in accordance with the running
state of the vehicle.
Upon depression of the accelerator pedal 32 during running in the
5th speed in the range 5, the vehicle acceleration gbef becomes
equal to or smaller than the first acceleration reference value in
the non-acceleration state regg2 when the running resistance
becomes relatively large with respect to the driving force obtained
in the 5th speed upon running on the steep uphill. In other words,
the vehicle acceleration is not increased even if the accelerator
pedal 32 is depressed.
If the running resistance in the aforementioned vehicle running
state is relatively small with respect to the driving force
obtained in the 3rd speed as being two stages lower, the
acceleration after shifting gaf exceeds the second acceleration
reference value in the non-acceleration state acafg. Accordingly,
it is estimated that downshifting to the 3rd speed may provide
higher acceleration such that the vehicle is brought into the
miming state at higher acceleration rates.
When the downshifting SD is performed once in the aforementioned
state by the vehicle operator who intends to further accelerate,
the shift range is shifted from the range 5 to the range 3, and
accordingly the gear is downshifted from the 5th to the 3rd
speed.
If the vehicle operator performs the downshifting SD once for the
purpose of obtaining further acceleration upon running on the steep
uphill, the gear is downshifted from the 5th to the 3rd speed such
that the appropriate driving force in accordance with the vehicle
running state is applied.
Meanwhile, if the running resistance is relatively large with
respect to the driving force obtained in the 3rd speed as being two
stages lower, the acceleration after shifting gaf becomes equal to
or smaller than the second acceleration reference value in the
non-acceleration state acafg. That is, it is estimated that the
required acceleration is not obtained even if the downshifting from
the 5th to the 3rd speed is performed, and accordingly the vehicle
is not brought into the running state at higher acceleration
rates.
When the downshifting SD is performed once in the aforementioned
state by the vehicle operator who intends to further accelerate,
the shift range is shifted from the range 5 to the range 2, and the
gear is downshifted from the 5th to the 2nd speed.
If the vehicle operator performs the downshifting SD once for
obtaining higher acceleration upon running on the steep uphill in
the 5th speed in the shift range 5 at the manual shift mode, the
gear is directly downshifted from the 5th to the 2nd speed. As a
result, the appropriate driving force in accordance with the
vehicle running state is applied.
(Effect)
The effect obtained from the above-described embodiment will be
explained.
(5) According to the embodiment, upon downshifting SD once in the
state where the vehicle operator releases the accelerator pedal 32
during running at the manual shift mode, the shift range is shifted
to the range where more appropriate engine braking force is
obtained. Therefore the vehicle operator does not have to perform
the downshifting SD twice or more for establishing the gear stage
in which the required higher engine braking force is obtained.
If the vehicle operator performs downshifting SD once while
depressing the accelerator pedal 32, the shift range is shifted
down to the range where more appropriate driving force is obtained.
As a result, the vehicle operator does not have to perform the
downshifting SD twice or more for establishing the gear stage in
which the required higher engine braking force is obtained.
Meanwhile, in the automatic transmission including a manual shift
mode of a general range hold type, the shift range is changed to
the one having the highest gear as being one stage higher at every
upshifting SU, or the shift range is changed to the one having the
highest gear as being one stage lower at every downshifting SD.
In the aforementioned technology, even if the downshifting SD is
operated once during running at the manual shift mode, downshifting
to the gear stage in which the required higher engine braking force
or acceleration cannot be established. Accordingly, the
downshifting SD has to be further performed once or twice.
This embodiment makes it possible to reduce the frequency of
downshifting SD to the gear stage intended by the vehicle operator
upon running at the manual shift mode.
Fourth Embodiment
A fourth embodiment of the invention will be described referring to
FIG. 13.
The embodiment is different from the first embodiment in the points
as described below.
The uphill/downhill control is performed in the manual shift mode;
and
The fourth shift range set control is executed under the
uphill/downhill control executed at the manual shift mode.
The elements constituting the structure, which are identical to
those in the first embodiment will be designated with the same
reference numerals, and each explanation of those elements,
therefore, will be omitted. The explanation of the aforementioned
two different points are explained hereinafter.
In this embodiment, the T-ECU 15 serves to set the gear stage upon
manual shifting, set the shift range upon manual shifting, and
limit the gear stage upon manual shifting.
(Uphill/Downhill Running Control)
The T-ECU 15 executes the uphill/downhill running control in which
the highest gear in the currently set shift range is limited to the
one to be lower than the highest gear in the currently set shift
range based on the slope resistance to the vehicle that runs
uphill/downhill at the manual shift mode.
The uphill/downhill running control is a generally employed
technology. In this embodiment, the slope resistance resulting from
running on the uphill/downhill is detected on the basis of the
throttle opening TH and the vehicle acceleration. The slope
resistance resulting from running on the uphill/downhill
constitutes the third vehicle operation information.
More specifically, in the case where the gear stage is set to the
4th speed in the shift range 5 at the manual shift mode, when the
detection value (positive) of the slope resistance resulting from
running on the uphill becomes equal to or greater than a
predetermined first slope reference value, setting of the gear to
the 5th speed is inhibited by limiting the highest gear to the 4th
speed.
In the case where the gear stage is set to the 3rd speed in the
shift range 4 or 5, when the detection value of the slope
resistance resulting from running on the uphill becomes equal to or
greater than a second slope reference value that is larger than the
first reference value, setting of the gear to the 4th speed is
inhibited by limiting the highest gear to the 3rd speed.
In the case where the gear stage is set to the 2nd speed in one of
the shift range 3, 4 and 5, when the detection value of the slope
resistance resulting from running on the uphill becomes equal to or
greater than a third slope reference value that is larger than the
second reference value, setting of the gear to the 3rd speed is
inhibited by limiting the highest gear to the 2nd speed.
In the case where the gear stage is set to the 4th speed in the
shift range 5 at the manual shift mode, when the detection value
(negative) of the slope resistance resulting from running on the
downhill becomes equal to or greater than a fourth slope reference
value, setting of the gear to the 5th speed is inhibited by
limiting the highest gear to the 4th speed.
In the case where the gear stage is set to the 3rd speed in the
shift range 4 or 5, when the detection value of the slope
resistance resulting from running on the downhill becomes equal to
or greater than a fifth slope reference value that is larger than
the fourth reference value, setting of the gear to the 4th speed is
inhibited by limiting the highest gear to the 3rd speed.
In the case where the gear stage is set to the 2nd speed in one of
the shift ranges 3, 4, and 5, when the detection value of the slope
resistance resulting from running on the downhill becomes equal to
or greater than a sixth slope reference value that is larger than
the fifth reference value, setting of the gear to the 3rd speed is
inhibited by limiting the highest gear to the 2nd speed.
The T-ECU 15 executes the fourth shift range set control in which
the shift range set upon downshifting SD under the uphill/downhill
running control at the manual shift mode is established on the
basis of the limited highest gear stage.
In the embodiment, the highest gear stage limited under the
uphill/downhill running control constitutes the fourth vehicle
operation information. Under the fourth shift range set control,
the T-ECU 15 sets the shift range to the range having the highest
gear as being one stage lower than the highest gear limited under
the uphill/downhill running control.
(Fourth Shift Range Set Control)
The routine for the fourth shift range set control will be
described referring to a flowchart shown in FIG. 13.
First in S400, it is determined whether the shift mode is set to
the manual shift mode on the basis of the shift position SP. If NO
is obtained in S400, that is, the manual shift mode is not set, the
process returns. If YES is obtained in S400, that is, the manual
shift mode is set, the process proceeds to S401 where a gear set
inhibition flag XEN is cleared.
Then in S402, it is determined whether the shift range 5 is
currently set, and the upshifting to the 5th speed is inhibited
under the uphill/downhill running control such that the 4th gear is
set.
If YES is obtained in S402, that is, the upshifting to the 5th
speed is inhibited, the process proceeds to S403 where the gear set
inhibition flag XEN is set to 5th, and the process proceeds to
S404.
If NO is obtained in S402, that is, upshifting to the 5th speed is
not inhibited, the process proceeds to S404. In S404, it is
determined whether the shift range 5 or 4 is currently set, and the
upshifting to the 4th speed is inhibited under the uphill/downhill
running control such that the 3rd speed is set.
If YES is obtained in S404, that is, upshifting to the 4th speed is
inhibited, the process proceeds to S405 where the gear set
inhibition flag XEN is set to 4th, and the process proceeds to
S406.
If NO is obtained in S404, that is, upshifting to the 4th speed is
not inhibited, the process proceeds to S406. In S406, it is
determined whether one of the shift ranges 5, 4, and 3 is currently
set, and the upshifting to the 3rd speed is inhibited under the
uphill/downhill running control such that the 2nd speed is set.
If YES is obtained in S406, that is, upshifting to the 3rd speed is
inhibited, the process proceeds to S407 where the gear set
inhibition flag XEN is set to 3rd, and the process proceeds to
S408.
If NO is obtained in S406, that is, upshifting to the 3rd speed is
not inhibited, the process proceeds to S408. In S408, it is
determined whether the downshifting SD has been performed. If NO is
obtained in S408, the process returns to S400 from where the
control routine is executed repeatedly.
If YES is obtained in S408, that is, the downshifting SD has been
performed, the process proceeds to S409 where the gear that has
been set corresponding to the gear set inhibition flag XEN is
determined. If the gear set inhibition flag XEN is set to the 5th
speed, the process proceeds to S410 where the currently set shift
range 5 is shifted to the shift range 3, and accordingly the gear
stage is downshifted from the 4th to the 3rd speed.
If the gear set inhibition flag XEN is set to the 4th speed, the
process proceeds to S411 where the currently set shift range 5 or 4
is shifted to the shift range 2, and accordingly the gear stage is
shifted from the 3rd to the 2nd speed.
If the gear set inhibition flag XEN is set to the 3rd speed, the
process proceeds to S412 where the currently set shift range 5, 4,
or 3 is shifted to the shift range 2, and accordingly the 2nd speed
is held.
(Operation)
Operations of the above-structured embodiment will be described. In
the case where the vehicle is running in the 4th speed in the shift
range 5 at the manual shift mode, upon running on the gentle
uphill, the uphill/downhill running control starts under which
upshifting to the 5th speed is inhibited such that the 4th speed is
held.
If the vehicle operator performs the downshifting SD once for the
higher force in the aforementioned case, the shift range 5 is
shifted to the range 3, and accordingly the 4th speed is
downshifted to the 3rd speed.
Accordingly if the downshifting SD is further performed once for
requiring the higher driving force upon running on the gentle
uphill in the 4th speed in the shift range 5 at the manual shift
mode, the gear stage is downshifted from the 4th to the 3rd
speed.
In the case where the vehicle is running in the 3rd speed in the
shift range 5 or 4 at the manual shift mode, upon running on the
relatively steep uphill, the uphill/downhill running control starts
under which upshifting to the 4th speed is inhibited such that the
3rd speed is held.
If the vehicle operator performs downshifting SD once for requiring
higher driving force in the aforementioned case, the shift range 4
is shifted to the range 2, and accordingly the 3rd speed is
downshifted to the 2nd speed.
Accordingly upon running on the relatively steep uphill in the 3rd
speed in the shift range 5 or 4 at the manual shift mode, the gear
stage is downshifted from the 3rd speed to the 2nd speed by a
single downshifting SD for requiring higher driving force.
In the case where the vehicle is running in the 2nd speed in the
shift range 5, 4, or 3 at the manual shift mode, upon running on
the steep uphill, the uphill/downhill running control starts under
which upshifting to the 3rd speed is inhibited such that the 2nd
speed is held.
If the vehicle operator performs downshifting SD once for requiring
higher driving force in the aforementioned case, the shift range 3
is shifted to the range 2, and accordingly the gear stage is held
in the 2nd speed.
Accordingly upon running on the steep uphill in the 2nd speed in
the shift range 5, 4, or 3 at the manual shift mode, the gear stage
is not downshifted to the 1st speed but held in the 2nd speed even
if the downshifting SD is performed once for requiring the higher
driving force.
If the downshifting SD is performed in the vehicle running state at
the manual shift mode where the uphill/downhill running control is
not executed because of small slope resistance, the currently set
shift range is shifted down to the range having the highest gear as
being one stage lower under the normal manual shift control.
If the downshifting SD is performed so as to prevent upshifting to
the 5th speed upon acceleration immediately after selecting the
shift range 5, the manual shift control for downshifting the gear
from the currently set speed is not executed.
(Effect)
The effects obtained from the aforementioned embodiment will be
described.
(5) If the uphill/downhill running control is executed at the
manual shift mode so as to inhibit setting of the gear stage as
being lower than the highest gear in the currently set shift range,
a single downshifting SD (manual shift operation) allows
downshifting to the gear stage at which higher driving force is
obtained. This makes it possible to avoid the failure in
downshifting to the required gear stage even if the downshifting SD
is performed for requiring higher engine braking force or driving
force.
If the uphill/downhill running control is not executed at the
manual shift mode, the shift range is shifted down to the range
having the highest gear as being one stage lower than that in the
currently set shift range at every performance of downshifting SD.
In the case where the downshifting SD is performed to inhibit
upshifting to the higher gear stage by the vehicle operator upon
acceleration, downshifting to the gear is not performed.
In the automatic transmission including the manual shift mode of
general range hold type, even when the vehicle operator performs
downshifting SD for requiring higher driving force during running
at the manual shift mode under the uphill/downhill running control,
downshifting to the gear is not performed. In the case where the
shift range having the highest gear that is higher than the
inhibited gear is set, the highest gear stage in the range set upon
the downshifting SD does not become lower than the required gear
stage. In the aforementioned case, the downshifting SD performed
once or twice is necessary for downshifting to the gear in which
the required driving force is obtained.
In the shift control apparatus disclosed in JP-A-9-14417, the
currently set gear is downshifted to the gear as being one stage or
two stages lower in response to the downshifting operation.
According to this technology, however, in the case where the
downshifting is performed by the vehicle operator to inhibit
upshifting to the higher gear upon acceleration, the gear is
downshifted.
According to the embodiment, downshifting to the gear required by
the vehicle operator at the manual shift mode can be performed by
reduced frequency of downshifting SD.
Other Embodiments
Embodiments other than those embodiments 1, 2, 3, and 4 will be
described.
(a) In the second embodiment, the T-ECU 15 executes a
low-temperature control that inhibits upshifting to the gear stage
in which the required engine speed NE is not obtained when the
cooling water temperature TW as the third vehicle operation
information is low upon running at the automatic shift mode as well
as the uphill/downhill running control.
The aforementioned low-temperature control is a known technology
for limiting the highest gear to, for example, the 3rd speed
without upshifting in spite of the vehicle operation state that
demands upshifting from the 3rd to the 4th speed under the
automatic shift control when the water temperature TW is smaller
than a predetermined first water temperature reference value. If
the water temperature TW is smaller than a second water temperature
reference value larger than the first water temperature reference
value, upshifting from the 4th to the 5th speed is not performed so
as to limit the highest gear to the 4th speed. Upon change in the
shift mode from the automatic shift mode to the manual shift mode,
the T-ECU 15 serves to set the shift range having the highest gear
as being the limited gear (second vehicle operation information)
under the low-temperature control.
Even if the highest gear limited under the low-temperature control
at the automatic shift mode is different, the shift range having
the highest gear corresponding to the limited highest gear is set
upon change in the shift mode to the manual mode. This makes it
possible to avoid setting of the gear stage that fails to provide
the required engine speed sufficient for increasing the water
temperature after changing the shift mode to the manual shift mode.
Accordingly the gear stage in which the required higher driving
force or the engine braking force is obtained can be established by
only a single downshifting at the manual shift mode.
(b) In the aforementioned embodiment, an ATF temperature control is
executed such that upshifting from a certain gear stage is
inhibited when the temperature of the lubricating oil (ATF) for the
automatic transmission as the third vehicle operation information
is low as well as the low-temperature control. In the case where
the highest gear is limited at the automatic shift mode under the
ATF temperature control, the shift range having the highest gear
limited under the ATF temperature control after changing from the
automatic to the manual shift mode is set. In this case, even if
the highest gear limited under the ATF temperature control at the
automatic shift mode is different from the highest gear at the
manual shift mode, the shift range having the highest gear as being
limited can be set. As a result, a single downshifting SD at the
manual shift mode makes it possible to establish the gear in which
the higher driving force or the engine braking force required by
the vehicle operator is obtained.
(c) In the first embodiment, an engine load resulting from the
change in the shift mode from the automatic mode to the manual mode
may be used as the second vehicle operation information instead of
the vehicle speed V, based on which the shift range after changing
the shift mode is set. The engine load may be estimated on the
basis of the throttle opening TH and the engine speed NE, for
example. In the aforementioned case under the first shift range set
control as shown in the flowchart 15A, it is determined whether the
engine load EGLD is equal to or larger than a first load reference
value EGLD 1. Then in S104, it is determined whether the engine
load EGLD is equal to or larger than a second load reference value
EGLD2 that is smaller than the first load reference value EGLD1.
Execution of the aforementioned steps makes it possible to classify
the engine load EGLD into three states, that is, a high load state
where the 3rd speed is selected at the automatic shift mode upon
running on the uphill/downhill or towing, a medium load state where
the 4th speed is selected, and a low load state where the 5th speed
is selected. In the high load state, the 3 range flag sftch3RG is
set to 1 in S103. In the medium load state, the 4 range flag
sftch4RG is set to 1 in S105. In the low load state, the 5 range
flag sftch5RG is set to 1 in S106. In the above-structured
embodiment, the similar effects to those described in (1) to (3) in
the first embodiment can be obtained.
In this embodiment, the slope resistance (running resistance) may
be used instead of the engine load. The slope resistance may be
estimated from the throttle opening TH and the vehicle acceleration
derived from the vehicle speed V.
(d) In the first embodiment, a speed for depressing the accelerator
pedal or an accelerator operation speed upon change in the shift
mode from the automatic mode to the manual mode may be used as the
second vehicle operation information instead of the vehicle speed
V, based on which the shift range after changing the shift mode is
set. The speed for depressing the accelerator pedal may be derived
from the amount of change in the accelerator opening per unit of
time. In the aforementioned case under the first shift range set
control, as shown in the flowchart in FIG. 15B, it is determined
whether the accelerator operation speed ACCF is equal to or greater
than a first speed reference value ACCF1 in S102. Then in S104, it
is determined whether the speed for depressing the accelerator
pedal ACCF is smaller than a second speed reference value ACCF2
that is smaller than the first speed reference value ACCF 1.
Execution of the aforementioned steps makes it possible to classify
the speed for depressing the accelerator pedal ACCF into three
states, that is, a high speed state required by the vehicle
operator for the highest acceleration torque, a medium speed for
the next highest acceleration torque, and a low speed for the
higher acceleration torque. In the high speed state, the 3 range
flag sftch3RG is set to 1 in S103. In the medium speed state, the 4
range flag sftch4RG is set to 1 in S105. In the low speed state,
the 5 range flag sftch5RG is set to 1 in S106. In the
above-structured embodiment, the similar effects to those described
in (1) to (3) in the first embodiment can be obtained.
A speed for releasing the accelerator pedal (accelerator pedal
operation speed) may be used as the second vehicle operation
information instead of the speed for depressing the accelerator
pedal.
(e) The second embodiment may be structured such that only the
second shift range set control is executed. The third embodiment
may be structured such that only the third shift range set control
is executed. The fourth embodiment may be structured such that only
the fourth shift range set control is executed. The first
embodiment may be structured such that the first to the fourth
shift range set controls are executed.
(f) According to the first to the fourth embodiments, the T-ECU 15
sets the gear selected based on the second vehicle operation
information upon change in the shift mode from the automatic to the
manual mode, and then holds the set gear. The T-ECU 15 further sets
the gear to be one stage higher or lower by the downshifting SD or
upshifting SU at the manual shift mode. The manual shift mode is
set in the shift control apparatus of gear hold type, not of the
range hold type as in the first to the fourth embodiments.
According to the aforementioned structure, the effects as described
in (1) and (3) of the first embodiment will be obtained.
(g) The fourth embodiment is structured so as to set the shift
range shifted down to the lower range by the downshifting SD upon
running at the manual shift mode on the basis of the speed for
depressing the accelerator pedal 32 (fourth vehicle operation
information).
Referring to the flowchart of FIG. 14, if it is determined that the
manual shift mode has been set in S500, the process proceeds to
S501 where it is determined whether the accelerator pedal
depression speed ACCF exceeds the first speed reference value
ACCF1. Then in S502, it is determined whether the ACCF exceeds the
second speed reference value ACCF2 that is smaller than the ACCF1.
In the aforementioned execution of steps S501 and S502, the ACCF is
determined as being in one of the three speed ranges, that is,
high-speed, medium-speed, and low-speed ranges, respectively. Then
in S503, S504, and S505, the shift range to be selected in
accordance with the determined speed range is set, respectively.
More specifically, if the ACCF is determined as in the high-speed
range, the process proceeds to S505 where the shift range is
shifted to the three-stage lower than the currently set range. If
the ACCF is determined as in the medium-speed range, the process
proceeds to S504 where the shift range is shifted to the two-stage
lower than the currently set range. If the ACCF is determined as in
the low-speed range, the process proceeds to S503 where the shift
range is shifted to the one-stage lower than the currently set
range. When the downshifting SD is detected in S506, the shift
range is shifted down to the range set in accordance with the ACCF
in S507, S508, S509, and S510. If the set shift range becomes lower
than the range L, the shift range is set to L.
The embodiment is structured to set the shift range to be shifted
down in accordance with the degree of acceleration desired by the
vehicle operator, which is estimated on the basis of the ACCF upon
downshifting SD while depressing the accelerator pedal 32.
Therefore downshifting to the desired gear stage can be established
requiring reduced frequency of the downshifting SD.
The embodiment may be structured to set the shift range to be
shifted down in accordance with the brake operation force (fourth
vehicle operation information) applied to the brake pedal instead
of the ACCF. In this case, the embodiment is structured to set the
shift range to be shifted down in accordance with the degree of
deceleration required by the vehicle operator, which is estimated
on the basis of the brake operation force upon downshifting SD
while depressing the brake pedal.
(h) In the first to the fourth embodiments, the downshifting SD and
upshifting SU at the manual shift mode may be executed using the
shift device. Referring to FIG. 16, the shift device includes a
position (+) for upshifting and a position (-) for downshifting
both selectively operated from the position M. The upshifting SU is
performed by temporarily selecting the position from M to (+), and
downshifting SD is performed by temporarily selecting the position
from M to (-), respectively.
(Other Technical Concepts)
The technical concepts understood from the aforementioned
embodiments will be described hereinafter. (1) In an embodiment of
the shift control apparatus for a vehicular automatic transmission,
the second vehicle operation information includes at least one of a
vehicle speed, a running resistance, an engine load, and an
accelerator pedal operating speed. The running resistance includes
a slope resistance upon running on the uphill/downhill. The
accelerator pedal operation speed includes the speeds for
depressing/releasing the accelerator pedal by the vehicle operator.
According to the aforementioned structure, the appropriate shift
range is set upon change in the shift mode to the manual mode on
the basis of the vehicle running state that can be determined from
the vehicle speed, running resistance or the engine load, and the
intention of the vehicle operation that can be estimated from the
accelerator pedal operation speed. (2) In an embodiment, the fourth
vehicle operation information includes at least one of an
accelerator opening, an engine load, an engine torque, a vehicle
driving force, a vehicle speed, an accelerator pedal depressing
speed, and a brake operating force. According to the aforementioned
structure, the appropriate shift range is set upon manual shift
operation on the basis of the intention of the vehicle operator for
deceleration that can be estimated from the accelerator opening,
accelerator pedal operation speed, or the brake operation force as
well as the vehicle running state that can be determined from the
engine load, engine torque, vehicle driving force, vehicle speed or
the vehicle acceleration. (3) In a still further embodiment, the
T-ECU 15 serves to set the gear stage in the shift range having the
highest gear stage corresponding to the one set at the manual shift
mode on the basis of the first vehicle operation information
(vehicle speed V). In the embodiment, the highest gear stage in the
shift range is upshifted to the higher gear by the upshifting SU
performed by manual shift operation, and is downshifted to the
lower gear by the downshifting SD. This makes it possible to
provide the effects similar to those obtained in the third
embodiment. (4) In the embodiment, the second vehicle operation
information includes at least one of the vehicle speed, running
resistance, engine load (EGLD), and an accelerator pedal operation
speed ACCF (speed for depressing the accelerator pedal). According
to the aforementioned structure, the effects similar to those as
described in the technical concept (1) may be obtained. (5) In the
aforementioned technology, at the automatic shift mode, the T-ECU
15 limits the highest gear stage set on the basis of the first
vehicle operation information to be lower stage based on the third
vehicle operation information. The second vehicle operation
information includes the highest gear limited by the T-ECU 15. In
the embodiment, the shift range having the highest gear
corresponding to the limited highest gear is set. This makes it
possible to provide the similar effects as those obtained in the
embodiment. (6) The third vehicle operation information includes a
slope resistance to the vehicle that runs uphill/downhill. In the
embodiment, the gear stage is limited to the lower stage based on
the slope resistance. This makes it possible to provide the similar
effects as those obtained in the embodiment. (7) The third vehicle
operation information includes a temperature of cooling water for
cooling the internal combustion engine, or a temperature of oil for
the automatic transmission. In the embodiment, the gear stage is
limited to the lower stage on the basis of the cooling water
temperature or the oil temperature. This makes it possible to
provide the similar effects as those obtained in the embodiment.
(8) The shift control apparatus for a vehicular automatic
transmission includes an automatic shift mode where the gear stage
is set based on the first vehicle operation information for
selecting the gear stage, and a manual shift mode where the gear
stage is set upon manual shifting operations. Selection between the
automatic shift mode and the manual shift mode is manually
performed. In the shift control apparatus, the gear stage upon
selection in the shift mode from the automatic to the manual mode
is set in accordance with the second vehicle operation information
that is different from the first vehicle operation information. The
gear stage to be set upon manual shift operation at the manual
shift mode is established based on the fourth vehicle operation
information. This makes it possible to provide the similar effects
as those in the embodiments. (9) The shift control apparatus for a
vehicular automatic transmission includes an automatic shift mode
where the gear stage is set on the basis of the first vehicle
operation information for selecting the gear stage, and a manual
shift mode where the shift range having the gear stage to be set
based on the first vehicle operation information. Selection between
the automatic and manual shift modes is manually performed. In the
shift control apparatus, the shift range upon selection of the
shift mode from the automatic to the manual mode is set on the
basis of the second vehicle operation information that is different
from the first vehicle operation information. In the shift control
apparatus, the shift range upon manual shift operation at the
manual shift mode is set based on the fourth vehicle operation
information. This makes it possible to provide effects as those in
the embodiments. (10) One of the aforementioned embodiments and
technical concepts includes a first unit for obtaining the first
vehicle operation information including the throttle opening sensor
25 and a vehicle speed sensor 26, a unit allowing a manual
selection of the shift mode between the manual and automatic mode,
that is, the shift device 12, an automatic shift unit that sets the
gear speed for the automatic transmission based on the first
vehicle operation information at the automatic shift mode, that is,
T-ECU 15, a second unit for obtaining the second vehicle operation
information including the water temperature sensor 23 and the
vehicle speed sensor 26, and a unit for detecting manual shift
operation at the manual shift mode including the upshift switch 13,
and the downshift switch 14. (11) One of the aforementioned
embodiments and technical concepts includes a first unit for
obtaining the first vehicle operation information including the
throttle opening sensor 25 and the vehicle speed sensor 26, a unit
allowing a manual selection of the shift mode between the manual
and automatic mode, that is, shift device 12, an automatic shift
unit that sets the gear speed for the automatic transmission on the
basis of the first vehicle operation information at the automatic
shift mode, that is, T-ECU 15, a fourth unit for obtaining the
fourth vehicle operation information including the vehicle speed
sensor 26 and the accelerator opening sensor 33, and a unit for
detecting manual shift operation at the manual shift mode including
the upshift switch 13 and the downshift switch 14.
* * * * *