JP4687164B2 - Transmission control device - Google Patents

Description

  The present invention relates to a control device for a transmission mounted on a vehicle, and more particularly to a control device capable of maintaining an engine speed at a high speed.

  An electric motor direct acting actuator is added to the conventional manual transmission, and an electronic throttle, various sensors, a dedicated shift lever, a dedicated ECU (Electronic Control Unit) are added to the vehicle, 1) automation of clutch operation, 2) When selecting the automatic transmission mode, select the optimum gear according to the driving conditions such as the accelerator opening and the vehicle speed, as with the automatic transmission. 3) When selecting the manual transmission mode, operate the shift lever (upshift, Transmissions have been developed in which the shift operation is automated by a shift signal by downshift. This type of transmission has an automatic transmission mode that achieves both low fuel consumption compared to a manual transmission vehicle and easy drive, and a light and direct sporty driving unique to a manual transmission vehicle. The manual mode that enables the operated operation is appropriately switched and used.

  In an automatic transmission in which the input shaft of a gear-type stepped transmission or belt-type continuously variable transmission is connected to the output shaft of the torque converter, the driver operates the shift lever to upshift or downshift. Some are set to manual mode.

  Japanese Patent Laying-Open No. 2000-142161 (Patent Document 1) discloses a display device for an automatic transmission that can easily determine that the automatic transmission is in a manual shift prohibited state with a simple configuration. This automatic transmission display device can be changed by a driver's selection operation between an auto mode that automatically switches the shift speed based on a preset shift characteristic and a manual mode that switches the shift speed by manual operation. In addition, when it is detected by the driving state detecting means that detects the driving state of the vehicle and the driving state detecting means detects that the vehicle is in an inappropriate driving state due to the shifting of the manual operation, the shifting of the manual operation is performed. A display device for an automatic transmission having a shift prohibiting means for prohibiting, wherein when the manual mode is selected, a display means for displaying a shift stage of the automatic transmission and a manually operated shift by the shift prohibiting means. And display mode changing means for changing the display mode so that the display means is displayed in a mode different from that in the normal state. Further, when the engine speed is in a traveling state where the engine speed is expected to increase beyond the rated speed, shifting to a low speed by manual operation is prohibited by the shift prohibiting means. .

According to this automatic transmission display device, it is easy and accurate whether or not the manual shift is prohibited by the shift prohibiting means according to the display mode of the display means for displaying the shift stage of the automatic transmission. Can be determined. Further, when it is confirmed by the traveling state detection means that the engine speed is expected to increase beyond the rated rotational speed, a shift to the low speed stage by manual operation is performed by the shift prohibiting means. In addition to being prohibited, this state can be easily and accurately determined according to the display mode of the display means.
JP 2000-142161 A

  However, as disclosed in Patent Document 1 described above, if shifting to a low speed by manual operation is prohibited, the engine speed is changed when downshifting is performed by manual operation and the brake is operating. There may be a significant drop. That is, the downshift is prohibited by the shift prohibiting means and the downshift is allowed to be delayed, and the engine speed may fall below the rated speed during the downshift speed. As a result, when the downshift is completed, the engine speed has decreased too much. For this reason, there are cases where the driver's intention to maintain a high speed without lowering the engine speed is not met.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a transmission control device capable of performing a shift while maintaining the rotation speed of the internal combustion engine in a high rotation range. It is to be.

  A transmission control device according to a first invention controls a transmission mounted on a vehicle. The control device includes means for detecting a downshift request of the transmission due to a driver's operation, detection means for detecting the rotational speed of the internal combustion engine connected to the input shaft of the transmission, Control means for controlling the transmission so as not to allow a downshift request when the rotation speed is equal to or higher than a predetermined downshift permission rotation speed, and downshift permission rotation speed when the degree of deceleration of the vehicle is large And changing means for changing so as to rise.

  According to the first invention, when the degree of deceleration of the vehicle is large, the rotational speed of the internal combustion engine is reduced even during the downshift. For this reason, if the downshift is permitted only after the downshift permission rotational speed has been decreased, the internal combustion engine speed has decreased too much during the downshift, and the internal combustion engine speed after the downshift has changed to the internal combustion engine. The engine speed is too low. For this reason, when the degree of deceleration of the vehicle is large by the changing means, the downshift permission rotational speed is increased in consideration of the rotational speed of the internal combustion engine that decreases during the shift time, and the downshift speed is changed. And the allowable rotational speed of the internal combustion engine can be made when the downshift is completed. As a result, it is possible to provide a transmission control device that can perform a shift while maintaining the rotation speed of the internal combustion engine in a high rotation range.

  In the transmission control apparatus according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the changing means increases the downshift permission rotational speed when the degree of decrease in the rotational speed of the internal combustion engine is large. Means for changing to.

  According to the second aspect of the invention, if the degree of decrease in the rotational speed of the internal combustion engine is large, the rotational speed of the internal combustion engine that decreases during downshift is also large. An excessive decrease in the engine can be avoided.

  The transmission control apparatus according to the third aspect of the invention further includes means for detecting the G value in the longitudinal direction of the vehicle in addition to the configuration of the first aspect of the invention. The changing means includes means for changing the downshift permission rotational speed to increase when the G value is large in the deceleration direction.

  According to the third invention, if the G value in the longitudinal direction of the vehicle is large in the deceleration direction, the internal combustion engine speed that decreases during the downshift is also large. An excessive decrease in the internal combustion engine can be avoided.

  A transmission control apparatus according to a fourth aspect of the invention further includes braking detection means for detecting the state of the braking apparatus of the vehicle in addition to the configuration of the first aspect of the invention. The changing means includes means for changing the downshift permission rotational speed so as to increase when the degree of operation of the braking device is large.

  According to the fourth aspect of the invention, since the rotational speed of the internal combustion engine that decreases during the downshift is large if the degree of operation of the braking device is large, the internal combustion engine after the downshift is increased by increasing the downshift permission rotational speed. Can be avoided.

  In the transmission control apparatus according to the fifth aspect of the invention, in addition to the configuration of the fourth aspect of the invention, the brake detection means includes means for detecting the stroke amount of the brake pedal operated by the driver.

  According to the fifth aspect, by detecting the stroke amount of the brake pedal operated by the driver, it is possible to detect the magnitude of the degree to which the braking device is operating.

  In the transmission control apparatus according to the sixth aspect of the invention, in addition to the configuration of the fourth aspect of the invention, the braking detection means includes means for detecting the braking pressure of the braking apparatus.

  According to the sixth aspect, by detecting the pressure of the brake master cylinder, the magnitude of the degree to which the braking device is operating can be detected.

  In the transmission control apparatus according to the seventh aspect of the invention, in addition to the configuration of any one of the first to sixth aspects, the changing means is configured such that when a predetermined time has elapsed since the downshift request was detected. In addition, there is included means for changing the downshift permission rotational speed to increase when at least one of the degree of deceleration of the vehicle and the degree of reduction of the rotational speed of the internal combustion engine is large.

  According to the seventh aspect of the invention, if the accelerator is opened before the downshift request (particularly until immediately before), the rotational speed of the internal combustion engine may still increase when the downshift is requested. In such a case, after the time set by the delay timer has elapsed and the vehicle has surely entered the deceleration region, it is based on at least one of the degree of deceleration of the vehicle and the degree of decrease in the rotational speed of the internal combustion engine. The downshift permission rotational speed can be increased.

  In the transmission control device according to the eighth aspect of the invention, in addition to the configuration of the seventh aspect, when the downshift request is detected and the accelerator opening is equal to or greater than the threshold value, When the throttle opening is greater than or equal to the threshold and / or the output torque of the internal combustion engine is greater than or equal to the threshold, a predetermined time has elapsed since the downshift request was detected In some cases, when at least one of the degree of deceleration of the vehicle and the degree of reduction of the rotational speed of the internal combustion engine is large, a means for changing the downshift permission rotational speed to increase is included.

  According to the eighth aspect of the invention, if the accelerator is opened before the downshift request (particularly until immediately before), the rotational speed of the internal combustion engine may still increase when the downshift is requested. In such a case, the accelerator opening is greater than or equal to the threshold, the throttle opening is greater than or equal to the threshold, and / or the output torque of the internal combustion engine is greater than or equal to the threshold. As such, in these cases, after the time set by the delay timer has elapsed and the vehicle has surely entered the deceleration region, at least one of the degree of deceleration of the vehicle and the degree of decrease in the rotational speed of the internal combustion engine Based on this, it is possible to increase the downshift permission rotational speed.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
Hereinafter, a control block including an MMT (Multi-Mode Manual Transmission) _ECU that realizes a transmission control apparatus according to an embodiment of the present invention will be described.

  As shown in FIG. 1, in the control block of this vehicle, the transmission and the engine are controlled by MMT_ECU 100 and EFI (Electronic Fuel Injection) _ECU 200. This transmission, also called a sequential manual transmission, is equipped with an automatic clutch in the manual transmission, and upshifts according to a manual shift mode in which upshifts and downshifts are performed by a driver's shift operation, and a predetermined shift map. And an automatic mode for performing a downshift. Note that the automatic mode may not be provided. Furthermore, the transmission to which the present invention is applied is not limited to such a manual transmission. An automatic transmission such as a gear-type stepped transmission or a belt-type continuously variable transmission may be used.

  MMT_ECU 100 is connected to shift & select actuator 110, clutch actuator 120, gear position sensor 130, transmission input rotation speed sensor 140, brake lamp switch 150, and shift lever position sensor 160. Respective detection signals are input to the MMT_ECU 100 from the gear position sensor 130, the transmission input rotation speed sensor 140, the brake lamp switch 150, the shift lever position sensor 160, and the clutch stroke sensor 170. Further, the engine speed NE from the engine speed sensor 230, the accelerator opening α from the accelerator position sensor 240, the throttle opening β from the throttle opening sensor 250, and the engine torque TE from the engine torque sensor 260 to the MMT_ECU 100, respectively. Entered.

  Further, the MMT_ECU 100 includes a vehicle speed sensor 180, a G sensor 182 that detects acceleration / deceleration in the longitudinal direction of the vehicle, a brake stroke sensor 184 that detects the stroke amount of the brake pedal, and a brake master that detects the hydraulic pressure in the brake master cylinder. Connected to the pressure sensor 186.

  The shift & select actuator 110 mainly includes, for example, an electric motor for shift operation, an electric motor for select operation, reduction gears (bevel gear for shift, rack and pinion for select), shift stroke sensor, select stroke sensor, and the like. It is a unit part as a part. The shift & select actuator 110 performs a shift operation and a select operation via a reduction gear by driving a motor. For shifting, the shift load of the transmission is controlled by the motor output.

  The clutch actuator 120 is a unit component including, for example, a clutch operating electric motor, a deceleration worm gear, an assist spring, and a clutch stroke sensor as its main components. The clutch actuator 120 performs clutch disconnection and engagement via a reduction gear by driving a motor.

  In order to reduce the motor load and reduce the size, an assist spring corresponding to the clutch cover release load is set. By executing feedback control based on a stroke sensor signal detected by the clutch stroke sensor 170, clutch disengagement control and engagement control are performed.

  These shift & select actuator 110 and clutch actuator 120 are controlled by MMT_ECU 100.

  The EFI_ECU 200 is connected to an electronic throttle control system 210, an engine 220, an engine speed sensor 230, a throttle opening sensor 250, an engine torque sensor 260, and a display / warning device 270. Respective detection signals are input from the engine speed sensor 230, the accelerator position sensor 240, the throttle opening sensor 250, and the engine torque sensor 260 to the EFI_ECU 200.

  The display device / warning device 270 includes, for example, a gear position indicator and a system warning lamp. The gear position indicator basically displays the gear position of the transmission, and also has a function of blinking the gear position of the transmission when a mismatch between the shift lever and the transmission occurs. Further, the system warning lamp issues a warning to the driver by lighting or blinking the warning lamp when an abnormality occurs in the system.

  FIG. 2 shows a shift pattern in a vehicle controlled by MMT_ECU according to the embodiment of the present invention. The shift pattern shown in FIG. 2 is a right handle shift pattern, and the left handle pattern is a symmetrical pattern. As shown in FIG. 2, this shift pattern causes the transmission to move in the reverse drive position (R position), neutral position (N position), automatic shift position (E position), manual shift position (M position), and M position. The driver can select upshift (+) or downshift (−).

  The position of the shift lever in the shift pattern shown in FIG. 2 is detected by the shift lever position sensor 160 shown in FIG. 1 and input to the MMT_ECU 100. The MMT_ECU 100 controls the shift & select actuator 110 based on this input signal. Further, when the start control and the shift control are actually executed, the clutch operation is automated by the MMT_ECU 100 controlling the clutch actuator 120.

  Even when the driver sets the transmission position to the manual shift position (M position) and moves the shift lever to the downshift (-) side, the engine speed after the downshift is the maximum allowable engine speed. No downshift is allowed until: This is to prevent the engine from over-rotating. However, when the vehicle is decelerating, the engine speed continues to decrease even during the downshift. For this reason, if the downshift is permitted only when the engine speed after the downshift is less than or equal to the maximum allowable engine speed when the downshift is requested, the engine speed decreases with time. When the downshift is completed, the engine speed may be much lower than the maximum allowable engine speed. In this case, the engine rotational speed may be excessively decreased, resulting in a decrease in engine torque or the like, which may be different from the driver's intention. Therefore, in MMT_ECU 100 as the control device according to the present embodiment, the downshift permission rotational speed is increased based on the degree of deceleration of the vehicle at the time of the downshift request. Hereinafter, this will be described in detail with reference to flowcharts.

  With reference to FIG. 3, a control structure of a program executed by MMT_ECU 100 which is the control device according to the present embodiment will be described.

  In step (hereinafter, step is abbreviated as S) 100, MMT_ECU 100 determines whether or not a downshift request at the manual shift position (M position) has been detected. This determination is made based on a signal input from shift lever position sensor 160 to MMT_ECU 100. If a downshift request is detected (YES in S100), the process proceeds to S110. If not (NO in S100), the process returns to S100 and waits until a downshift request is detected.

  In S110, MMT_ECU 100 detects vehicle speed V. This detection is performed based on a signal input from the vehicle speed sensor 180 to the MMT_ECU 100. In S120, MMT_ECU 100 calculates dV / dt, which is a time differential value of vehicle speed V. When the vehicle is decelerating, this dV / dt becomes a negative value.

  In S130, MMT_ECU 100 determines whether deceleration dV / dt is equal to or less than a threshold value. The threshold value is a predetermined negative value. That is, it is determined whether or not the degree of deceleration is equal to or greater than the degree of deceleration represented by the threshold value. If deceleration dV / dt is equal to or smaller than the threshold value (YES in S130), the process proceeds to S140. If not (NO in S130), the process proceeds to S150.

  In S140, MMT_ECU 100 increases the downshift permission rotational speed in consideration of engine rotational speed ΔNE that decreases with the shift time. In S150, MMT_ECU 100 executes normal control. That is, the downshift permission rotational speed is not increased.

  The operation of the vehicle controlled by MMT_ECU 100, which is the transmission control apparatus according to the present embodiment based on the structure and flowchart as described above, will be described with reference to the timing chart shown in FIG.

  FIG. 4 shows temporal changes in the vehicle speed V, the downshift request by the driver, the shift completion flag (Hi when completed), and the engine speed NE. In FIG. 4, it is assumed that the downshift is a shift from 3rd to 2nd.

  In the present embodiment, as shown in FIG. 4, when a downshift request is detected at time t (1) (YES in S100), vehicle speed V is detected (S110), and time differential value of vehicle speed V is detected. dV / dt is calculated (S120). If time differential value dV / dt of vehicle speed V is equal to or less than a predetermined threshold (YES in S130), the downshift permission rotational speed is increased in consideration of engine rotational speed ΔNE that decreases with shift time ( S140).

  As shown in FIG. 4, the downshift from 3rd to 2nd started at time t (1) is completed at time t (2). At this time, the engine speed decreases by ΔNE (1). For this reason, since the engine speed at the time of completion of the shift does not have to be equal to or higher than the engine allowable speed, {engine allowable speed + ΔNE (1)} is set as the downshift allowable speed at time t (1). That is, the downshift permission rotational speed at time t (1) is increased by ΔNE (1). This ΔNE (1) is set larger as the absolute value of dV / dt is larger. That is, the larger the absolute value of dV / dt, the more the engine speed decreases with the shift time. As a result, the engine speed does not once fall below the allowable engine speed, and meets the driver's intention to maintain the engine speed at a high speed.

  Conventionally, as shown in FIG. 4, at time t (2), the engine speed has decreased to an engine allowable speed or less, and thus a downshift from 3rd to 2nd has been permitted. The downshift from 3rd to 2nd started at time t (2) is completed at time t (3). At this time, the engine speed decreases by ΔNE (2). For this reason, when the downshift to 2nd is completed, the engine rotational speed decreases to {engine allowable rotational speed−ΔNE (2)}. As a result, the engine speed temporarily decreases to an engine allowable speed or less, which does not conform to the driver's intention to maintain the engine speed at a high speed.

  As described above, according to the MMT_ECU that is the transmission control device according to the present embodiment, if the vehicle deceleration degree is large, the downshift permission rotational speed is considered in consideration of the decrease in the engine rotational speed during the shift time. I gave a downshift permission in advance. As a result, the engine allowable speed is not significantly reduced after the downshift, and the driver's intention to maintain the engine speed at a high speed can be met.

  In the above-described flowchart, the degree of deceleration is represented by the time change rate (time differential value) of the vehicle speed, but the present invention is not limited to this. For example, the G sensor 182 may detect a deceleration in the front-rear direction of the vehicle, and if this deceleration (G value) is large, the downshift permission rotational speed may be increased. Alternatively, the brake pedal stroke sensor 184 or the brake master pressure sensor 186 may detect the operating state of the brake, which is a braking device, and increase the downshift permission rotational speed when the degree of brake operation is large. .

  Further, the downshift permission rotational speed is stored based on the relationship between the deceleration dV / dt and the engine rotational speed ΔNE that decreases with the shift time. From the next time, if the condition is satisfied, the increased downshift is performed. You may make it perform a downshift gear shift with permission rotation speed.

<Second Embodiment>
The following describes MMT_ECU 100, which is a transmission control device according to a second embodiment of the present invention. The control block diagram in the present embodiment is the same as the control block diagram (FIGS. 1 and 2) in the first embodiment described above. Therefore, detailed description thereof will not be repeated here.

  In MMT_ECU 100, which is a transmission control device according to the present embodiment, a program different from that of the first embodiment is executed. For example, since the accelerator pedal was stepped on immediately before the downshift request, even when the time differential value (dV / dt) of the vehicle speed is a positive value at the time of the downshift request, the downshift permission rotational speed is appropriately set. Can be raised.

  With reference to FIG. 5, a control structure of a program executed by MMT_ECU 100 which is the control device according to the present embodiment will be described.

  In S200, MMT_ECU 100 determines whether or not a downshift request at the manual shift position (M position) has been detected. If a downshift request is detected (YES in S200), the process proceeds to S210. If not (NO in S200), the process returns to S200 and waits until a downshift request is detected.

  In S210, MMT_ECU 100 detects accelerator opening degree α, throttle degree β, and engine torque TE. These detections are performed based on signals input from the accelerator position sensor 240, the throttle opening sensor 250, and the engine torque sensor 260 to the MMT_ECU 100.

  In S220, MMT_ECU 100 starts a timer. In S230, MMT_ECU 100 determines whether accelerator opening α is smaller than α threshold, throttle opening β is smaller than β threshold, and engine torque TE is smaller than TE threshold. Determine whether. Processing is performed when accelerator opening α is smaller than α threshold, throttle opening β is smaller than β threshold, and engine torque TE is smaller than TE threshold (YES in S230). Is moved to S250. If not (NO in S230), the process proceeds to S240.

  In S240, MMT_ECU 100 determines whether or not the timer has expired. When the timer expires (YES at S240), the process proceeds to S250. If not (NO in S240), the process proceeds to S290.

  In S250, MMT_ECU 100 detects engine speed NE. This detection is performed based on a signal input from engine speed sensor 230 to MMT_ECU 100. In S260, MMT_ECU 100 calculates dNE / dt, which is a time differential value of engine speed NE. When the vehicle is decelerating, this dNE / dt becomes a negative value.

  In S270, MMT_ECU 100 determines whether or not time differential value dNE / dt of the engine speed is equal to or less than a threshold value. The threshold value is a predetermined negative value. That is, it is determined whether or not the degree of deceleration is equal to or greater than the degree of deceleration represented by the threshold value. If time differential value dNE / dt of engine speed is equal to or smaller than the threshold value (YES in S270), the process proceeds to S280. If not (NO in S270), the process proceeds to S290.

  In S280, MMT_ECU 100 permits downshifting. In S290, MMT_ECU 100 performs normal control. That is, the downshift is not permitted at this time.

  The operation of the vehicle controlled by MMT_ECU 100, which is the transmission control apparatus according to the present embodiment based on the structure and flowchart as described above, will be described with reference to the timing charts shown in FIGS. FIG. 6 is a timing chart when a downshift request is detected when the engine speed is uniformly decreasing. FIG. 7 is a timing chart when a downshift request is detected when the engine speed is increasing. It is a timing chart.

  FIG. 6 shows temporal changes in the engine speed NE and the downshift request, and FIG. 7 shows temporal changes in the engine speed NE, the downshift request, and the accelerator pedal opening.

  As shown in FIG. 6, when a downshift request is detected at time t (11) (YES in S200), accelerator opening α, throttle grade β, and engine torque TE are detected (S210). At time t (11) shown in FIG. 6, the accelerator opening α is smaller than the α threshold, the throttle opening β is smaller than the β threshold, and the engine torque TE is TE. Since it is smaller than the threshold value (YES in S230), engine speed NE is immediately detected (S250), time differential value dNE / dt of engine speed is calculated, and time differential value dNE / dt of engine speed is calculated. Is smaller than the threshold value (YES in S270), downshift is permitted at time t (11) (S280).

  On the other hand, as shown in FIG. 7, when a downshift request is detected at time t (22) (YES in S200), accelerator opening α is α threshold at time t (22) shown in FIG. Is smaller than the value, throttle opening β is smaller than β threshold value, and engine torque TE is smaller than TE threshold value (NO in S230). Therefore, the downshift permission determination is delayed until the timer expires. That is, permission to downshift is determined when the time is delayed and the vehicle enters the deceleration region. Therefore, the time is up at time t (23) (YES in S240), and for example, time differential value dNE / dt of engine speed NE detected at subsequent time t (24) is smaller than the threshold value. (YES in S270), downshift is permitted at this time t (24) (S280).

  If ΔNE / dt, which is a time differential value of the engine speed, is calculated at time t (22) without doing this, ΔNE / dt becomes a positive value, and the downshift permission determination is not performed accurately. Such a problem can be avoided by delaying the time by the delay timer.

  In any case shown in FIGS. 6 and 7, the engine speed at the completion of the shift is controlled so as to be the engine allowable speed as described in the first embodiment. is there.

  As described above, according to the MMT_ECU which is the transmission control device according to the present embodiment, when the accelerator pedal is depressed until just before the downshift, the engine rotation is started after the delay timer is up. If the degree of decrease in engine speed is large and the degree of decrease in engine speed is large, the downshift permission speed is increased in consideration of the decrease in engine speed during the shift time. Advance permission to shift. Thereby, even if the accelerator pedal is depressed until just before the downshift, the downshift permission determination can be made appropriately.

  Note that the process in S270 of the flowchart of FIG. 5 may be a time differential value of the vehicle speed instead of a time differential value of the engine speed.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

FIG. 2 is a control block diagram including MMT_ECU which is a control device according to the first embodiment of the present invention. It is a figure which shows a shift pattern. It is a flowchart which shows the control structure of the program performed by MMT_ECU which is a control apparatus which concerns on the 1st Embodiment of this invention. It is a timing chart which shows time changes, such as an engine speed, in the case of being performed by MMT_ECU which is a control device concerning a 1st embodiment of the present invention. It is a flowchart which shows the control structure of the program performed by MMT_ECU which is a control apparatus which concerns on the 2nd Embodiment of this invention. It is a timing chart (the 1) which shows temporal changes, such as an engine speed, when it is performed by MMT_ECU which is a control device concerning a 2nd embodiment of the present invention. It is a timing chart (the 2) which shows temporal changes, such as an engine speed, when it is performed by MMT_ECU which is a control device concerning a 2nd embodiment of the present invention.

Explanation of symbols

  100 MMT_ECU, 110 shift & select actuator, 120 clutch actuator, 130 gear position sensor, 140 transmission input speed sensor, 150 brake lamp switch, 160 shift lever position sensor, 170 clutch stroke sensor, 180 vehicle speed sensor, 182 G sensor, 184 brake stroke sensor, 186 brake master pressure sensor, 200 EFI_ECU, 210 electronic throttle control system, 220 engine, 230 engine speed sensor, 240 accelerator position sensor, 250 throttle opening sensor, 260 engine torque sensor, 270 display device / warning apparatus.

Claims (8)

A control device for a transmission mounted on a vehicle,
Means for detecting a transmission downshift request by a driver's operation;
Detection means for detecting the rotational speed of the internal combustion engine connected to the input shaft of the transmission;
Control means for controlling the transmission so as not to permit the downshift request when the rotational speed of the internal combustion engine after the downshift is equal to or higher than a predetermined downshift permission rotational speed;
When at least one of the degree of reduction in the rotational speed of the degree and the internal combustion engine of deceleration of the vehicle is greater than a predetermined degree, the down-shift in accordance with the decrease in the rotational speed of the internal combustion engine during a downshift And a changer for changing the permitted rotational speed to increase. The changing means predicts the decrease amount according to the degree of deceleration of the vehicle, only the decrease amount predicted causes increase the number of rotation the downshift permission, the control device for a transmission according to claim 1. The control device further includes means for detecting a G value in the longitudinal direction of the vehicle,
The changing unit, when the G value is larger in the deceleration direction than the predetermined value, causes increase the number of rotation the down-shift permission in response to the decrease amount, the control device for a transmission according to claim 1. The control device further includes braking detection means for detecting the state of the braking device of the vehicle,
Said changing means, wherein when the degree of braking device is operating is greater than a predetermined degree, makes increase the number of rotation the down-shift permission in response to the decrease amount, the control of transmission according to claim 1 apparatus.   5. The transmission control device according to claim 4, wherein the braking detection means includes means for detecting a stroke amount of a brake pedal operated by the driver.   The transmission control device according to claim 4, wherein the braking detection unit includes a unit for detecting a braking pressure of the braking device. When the predetermined condition is satisfied , the changing means determines the degree of deceleration of the vehicle and the degree of decrease in the rotational speed of the internal combustion engine after a predetermined time has elapsed since the detection of the downshift request. It is determined whether at least one is greater than the predetermined degree, and at least one of the degree of deceleration of the vehicle and the degree of decrease in the rotational speed of the internal combustion engine is greater than the predetermined degree. the determined cause increased the downshift permission revolution speed when the control device for a transmission according to claim 1. Wherein the predetermined condition, when the downshift request is detected, the first condition that the accelerator opening is equal to or larger than the threshold value, the second condition and the engine that the throttle opening is equal to or greater than the threshold value output The transmission control device according to claim 7, including a condition that at least one of a third condition that the torque is equal to or greater than a threshold is satisfied .

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