JP5790524B2 - Speed change instruction device - Google Patents

Description

  The present invention relates to a shift instruction device mounted on a vehicle.

  In recent years, there have been vehicles equipped with an automatic transmission capable of manual shifting (automatic transmission) and a semi-automatic transmission (hereinafter also simply referred to as an automatic transmission) in which a so-called manual transmission (manual transmission) is semi-automated. ing.

  A vehicle equipped with such an automatic transmission is provided with a shift lever and a paddle for selecting a shift stage to be formed by a driver's operation, and the speed is changed according to the operation of the shift lever and the paddle by the driver. It has come to be.

  In a vehicle equipped with this automatic transmission, there are individual differences in the selection of the shift speed and the timing of the shift operation, and therefore the vehicle travels at a speed different from the speed optimized for the vehicle running state. there is a possibility. For example, when the driver drives the vehicle at a speed lower than the optimum speed, the engine speed increases carelessly, leading to deterioration in fuel consumption.

  In order to solve such a problem, when the current shift stage is different from the optimum shift stage obtained from the engine load, the vehicle speed, etc., the shift instruction control is executed to instruct the driver to shift to the optimum shift stage. An indicating device (Gear Shift Indicator, hereinafter also referred to as GSI) is known.

  The GSI includes a control unit that calculates an optimal gear position according to the traveling state of the vehicle, and a display unit that is installed in the combination meter. The display unit has a shift-up lamp for instructing the driver to shift up and a down-shift lamp for instructing the downshift. The control unit has a shift map similar to a known shift map that is referred to when setting the shift stage in the automatic transmission, and an optimal shift stage that is obtained from the shift map based on the engine load and the vehicle speed; When the current shift stage is different, a shift-up lamp or a shift-down lamp is lit on the display unit so as to shift to the optimum shift stage. The display unit displays the current shift stage in addition to the upshift lamp and the downshift lamp.

  On the other hand, in a vehicle equipped with an automatic transmission, AI (optimized shift control is optimized by limiting the shift to a predetermined shift stage according to the traveling state of the vehicle, thereby improving the drivability and reducing the burden of driving operation. 2. Description of the Related Art A shift control device that performs (Artificial Intelligence) control is known (see, for example, Patent Document 1).

  The shift control device described in Patent Document 1 includes a control unit that performs shift control based on a vehicle traveling environment, a driving operation, and the like. For example, when the accelerator is suddenly closed during corner traveling, Shift-up is prohibited and the current gear position is held. As a result, an appropriate engine brake can be obtained during cornering, and a downshift does not occur during reacceleration, so that a so-called busy shift in which an up / down shift is performed in a short time can be avoided. Accordingly, the gear position is stabilized, and the driving operation during corner traveling is facilitated. Further, the control means determines whether or not the vehicle is traveling uphill or downhill based on the throttle opening and the vehicle speed, and is always appropriate when it is determined that the vehicle is traveling uphill. While suppressing unnecessary upshifts so that driving force can be obtained, if it is determined that the vehicle is traveling downhill, it is automatically shifted down so that appropriate braking force can be obtained by the power source. Yes.

  However, when the shift instruction control executed by the above-mentioned conventional GSI and the conventional AI control described in Patent Document 1 are executed simultaneously, the shift to a predetermined gear stage is limited by the execution of the AI control. In spite of this, there is a possibility of instructing the driver to shift to the gear stage by the shift instruction control, which may make the driver feel bothered. For this reason, there is known a gear shift instruction device that solves the problem (for example, see Patent Document 2).

  The shift instruction device described in Patent Document 2 is performing AI control, and when it is determined that the calculated target shift stage is a limited shift stage prohibited in AI control, a shift instruction is issued. It is configured to be non-presented.

  In recent years, automatic transmissions such as those described above have caused a shift shock due to a decrease in the controllability of various actuators constituting the hydraulic control device in a situation where the viscosity of hydraulic oil is high, such as at low temperatures, compared to normal temperatures. Therefore, there are some that limit the selection of some intermediate gears until the oil temperature becomes equal to or higher than a predetermined value.

JP 2007-309475 A JP 2011-179590 A

  However, in the case of an automatic transmission such as that described above, in a manual shift that shifts up or down using a shift lever or paddle, for example, when the second speed is limited as an intermediate shift stage to be limited, If the downshift is performed by operating the shift lever or the paddle in the state where the third speed is formed as the current shift speed, the first speed is changed.

  For this reason, in a vehicle that displays only the current gear position, it is assumed that when the driver operates the shift lever or the paddle according to the GSI gear shift instruction, it is normally shifted down from the third speed to the second speed. However, since it is not possible to indicate to which gear stage the gear is shifted, there is a problem that the gear shift is performed at a gear position lower than intended by the driver. This is the same when, for example, shifting up from the first speed.

  In addition, although the gear shift operation is performed in accordance with the GSI instruction, the intended gear position is not achieved, so that there is a problem that a sense of incongruity is greater than when the gear position is limited in a vehicle that does not have GSI. .

  The present invention has been made in order to solve the above-described conventional problems, and is capable of executing an optimal gear shift instruction as compared with the prior art and suppressing the driver from feeling uncomfortable. An object of the present invention is to provide a shift instruction device that can be used.

  In order to achieve the above object, a shift instruction apparatus according to the present invention is (1) a shift instruction apparatus that is used in a vehicle equipped with an automatic transmission capable of manual shift and that prompts a driver to perform a shift instruction. Target shift speed setting means for setting a target shift speed based on a running state of the vehicle, presenting means for presenting a shift instruction to the target shift speed when the current shift speed is different from the target shift speed, A determination unit that determines whether or not a jump shift occurs when a shift operation is executed in accordance with a shift instruction presented by the presenting unit; and the presentation unit that determines that a jump shift occurs by the determination unit. Presentation restriction means for restricting presentation of the shift instruction by the means.

  With this configuration, it is possible to limit the presentation of the shift instruction when it is determined that the jump shift occurs when the shift operation is executed according to the shift instruction presented by the presenting unit. For this reason, it is possible to prevent the driver from jumping over the gear position intended by the driver and shifting to the next gear stage even though the driver has performed a gear shifting operation in accordance with the gear shift instruction. Giving can be prevented.

  Specifically, when a jump shift can occur, the downshift instruction is not presented by the presenting means, so the jump shift down can be suppressed, and deceleration and acceleration more than the driver expected will occur, There is no sense of incongruity for the driver, and drivability is not affected.

  On the other hand, when a jump shift can occur, the shift-up instruction is not presented by the presenting means, so the jump shift-up can be suppressed, and there is a sense of incongruity that the driving force is assumed to be lower than when driving on a slope. There is no such thing as giving, and drivability is not affected.

  In this way, it is possible to execute an optimal shift instruction as compared with the conventional case, and to suppress the driver from feeling uncomfortable.

  In the shift instruction device according to (1) above, (2) detection means for detecting the temperature of hydraulic oil that operates the automatic transmission, and the temperature of the hydraulic oil is lower than a threshold value determined in advance by the detection means A shift prohibiting means for prohibiting shifting to a predetermined prohibited shift speed, and the determination means is different from the current shift speed and the target shift speed, and the target shift speed is the prohibition speed. When it corresponds to a gear position, it is determined that a jump gear shift occurs.

  With this configuration, for example, the presentation of the shift instruction is limited at low oil temperature when the responsiveness of the hydraulic oil is poor, so that it is possible to prevent shifting to the prohibited shift stage, and it is possible to prevent shift shock and the like. .

  (3) In the shift instruction device according to (2), (3) the prohibition shift stage is an intermediate shift stage between a maximum shift stage and a minimum shift stage among shift stages that can be taken by the automatic transmission. Features.

  In the shift instruction device according to any one of (1) to (3), the presenting means may not present the shift instruction when the current shift speed and the target shift speed coincide with each other. To do.

  With this configuration, when the current gear position and the target gear position coincide with each other, the driver is not prompted to shift, so that an optimal gear shift instruction can be executed.

  According to the present invention, it is possible to provide a shift instruction device that can execute an optimal shift instruction as compared with the prior art and can prevent the driver from feeling uncomfortable.

1 is a configuration diagram of a vehicle equipped with a shift instruction device according to a first embodiment of the present invention. 1 is a skeleton diagram showing a configuration of an automatic transmission for a vehicle according to a first embodiment of the present invention. It is a figure which shows the action | operation table | surface of the automatic transmission which concerns on the 1st Embodiment of this invention. It is a figure which shows the hydraulic control circuit of the automatic transmission which concerns on the 1st Embodiment of this invention. It is a figure which shows the gate pattern for demonstrating the operation position of the shift lever which concerns on the 1st Embodiment of this invention. It is a figure which shows the shift map which concerns on the 1st Embodiment of this invention. It is a figure which shows the case where presentation of the transmission instruction | indication of the transmission instruction | indication apparatus which concerns on the 1st Embodiment of this invention is performed. It is a figure which shows the case where presentation of the transmission instruction | indication of the transmission instruction | indication apparatus which concerns on the 1st Embodiment of this invention is restrict | limited. It is a flowchart which shows the shift instruction control which concerns on the 1st Embodiment of this invention. It is a figure which shows the shift map which concerns on the 2nd Embodiment of this invention. It is a flowchart which shows the shift instruction control which concerns on the 2nd Embodiment of this invention.

(First embodiment)
Embodiments of the present invention will be described below with reference to the drawings.

First, the configuration will be described.
In the present embodiment, a case will be described in which the shift instruction device according to the present invention is applied to an FF (Front engine Front drive) vehicle equipped with an automatic transmission.

  As shown in FIGS. 1 and 2, the vehicle 1 shifts and outputs the engine 2, the torque converter 3 that increases the rotational torque output by the engine 2, and the rotational speed of the output shaft 42 of the torque converter 3. The rotational torque output from the speed change mechanism 4 is transmitted to the drive wheels via a differential gear (not shown).

  The engine 2 is configured by a known internal combustion engine that outputs power by burning fuel such as gasoline or light oil. The torque converter 3 and the transmission mechanism 4 constitute an automatic transmission 5.

  The torque converter 3 is disposed between the engine 2 and the speed change mechanism 4. The pump impeller 41 connected to the engine 2, the turbine impeller 43 connected to the output shaft 42 of the torque converter 3, and the one-way And a stator impeller 45 whose one-way rotation is prevented by a clutch 44. The pump impeller 41 and the turbine impeller 43 transmit power through a fluid.

  Further, the torque converter 3 includes a lock-up clutch 46 for directly connecting the pump impeller 41 and the turbine impeller 43. When the vehicle 1 travels at a high speed, the pump impeller 41 and the turbine are driven by hydraulic oil. The power transmission efficiency from the engine 2 to the speed change mechanism 4 is increased by mechanically connecting the impeller 43 directly.

  Further, the pump impeller 41 is provided with a mechanical oil pump 47 that generates hydraulic pressure for controlling the transmission of the transmission mechanism 4 and hydraulic pressure for supplying lubricating oil to each portion.

  The transmission mechanism 4 is connected to the output shaft 42 of the torque converter 3 so that rotational power from the torque converter 3 is transmitted. The transmission mechanism 4 includes a first set 51 of planetary gear mechanisms, a second set 52 of planetary gear mechanisms, an output gear 55, brakes B1, B2 and B3 fixed to a gear case, clutches C1 and clutches C2 and a one-way clutch F are provided.

  The first set 51 is configured as a single pinion type planetary gear mechanism, and includes a sun gear S1, a pinion gear P1, a ring gear R1, and a carrier CA1.

  The sun gear S <b> 1 is connected to the output shaft 42 of the torque converter 3. The pinion gear P1 is rotatably supported by the carrier CA1. Pinion gear P1 meshes with sun gear S1 and ring gear R1.

  The ring gear R1 is fixed to the gear case 49 by the brake B3. Carrier CA1 is fixed to gear case 49 by brake B1.

  The second set 52 is configured as a Ravigneaux type planetary gear mechanism, and includes a sun gear S2, a short pinion gear P2, a carrier CA2, a long pinion gear P3, a carrier CA3, a sun gear S3, and a ring gear R2 (R3). ,have.

  Sun gear S2 is coupled to carrier CA1. The short pinion gear P2 is rotatably supported by the carrier CA2, and meshes with the sun gear S2 and the long pinion gear P3. The carrier CA2 is connected to the output gear 55.

  Long pinion gear P3 is rotatably supported by carrier CA3 and meshes with short pinion gear P2, sun gear S3 and ring gear R2 (R3). The carrier CA3 is connected to the output gear 55.

  The sun gear S3 is connected to the output shaft 42 by the clutch C1. The ring gear R2 (R3) is fixed to the gear case 49 by the brake B2, and is connected to the output shaft 42 by the clutch C2. The ring gear R2 (R3) is connected to the one-way clutch F and cannot rotate when the first gear is driven.

  The one-way clutch F is provided in parallel with the brake B2. That is, the outer race of the one-way clutch F is fixed to the gear case 49, and the inner race is connected to the ring gear R2 (R3) via the rotation shaft.

  The brake B1, the brake B2, and the brake B3 are for stationary rotating elements, and the clutch C1 and the clutch C2 are for coupling and disconnecting rotating components. The brakes B1 to B3 and the clutches C1 and C2 are configured by a hydraulic friction engagement device that is controlled to be engaged by a hydraulic actuator such as a multi-plate clutch or a brake (hereinafter, unless otherwise distinguished, simply the clutch C and the brake). B)).

  Each clutch C and each brake B are switched by linear solenoids SL1 to SL5 valves of a hydraulic control circuit 6 to be described later, and can take either one of an engaged state and a released state.

  When the one-way clutch F transmits rotation from one rotating element to the other rotating element, the two rotating elements are coupled in one rotational direction to transmit the rotation, but the coupling is released in the other rotational direction. It will be in the idle state. Note that one of the two elements engaged by the one-way clutch F may be a fixed element instead of a rotating element. In this case, the rotation element is fixed in one rotation direction, and rotation is allowed in the other rotation direction.

  The vehicle 1 includes a hydraulic pressure control circuit 6 for controlling the torque increase ratio by the torque converter 3 and the gear position of the transmission mechanism 4 by hydraulic pressure. The hydraulic control circuit 6 includes linear solenoid valves SL1 to SL5, linear solenoid valves SLT and SLU, and further includes an AT oil temperature sensor 32 for measuring the temperature of hydraulic oil of the automatic transmission 5. .

  Further, the vehicle 1 detects an engine speed sensor 21 for measuring the speed of the engine 2, a throttle sensor 24 for measuring the opening degree of the throttle valve 31, and an input shaft speed of the transmission mechanism 4. Input shaft rotational speed sensor 25, output shaft rotational speed sensor 26 for detecting the output shaft rotational speed of transmission mechanism 4, operation position sensor 29 for detecting the position of shift lever 28, and accelerator opening degree. An accelerator opening degree sensor 30 is provided.

  The engine speed sensor 21 measures the speed of the engine 2 based on the rotation of the crankshaft of the engine 2 and sends a signal representing the engine speed to an EFI-ECU (Electronic Fuel Injection-Electronic Control Unit) 13 to be described later. It is designed to output.

  The throttle sensor 24 is composed of a Hall element that can obtain an output voltage corresponding to the throttle opening of the throttle valve 31, and outputs a signal representing the throttle opening to the EFI-ECU 13 described later. The throttle sensor 24 constitutes a target gear position setting unit according to the present invention.

  The input shaft rotational speed sensor 25 outputs a signal representing the input shaft rotational speed of the speed change mechanism 4, that is, the rotational speed of the output shaft 42 of the torque converter 3 to the EFI-ECU 13 described later. The output shaft rotational speed sensor 26 outputs a signal representing the output shaft rotational speed of the speed change mechanism 4 to the EFI-ECU 13 described later. The output shaft rotational speed sensor 26 constitutes a target gear position setting means according to the present invention.

  The operation position sensor 29 outputs a signal representing the operation position of the shift lever 28 operated by the driver to the EFI-ECU 13 described later.

  The accelerator opening sensor 30 is composed of an electronic position sensor using a hall element, and when the accelerator pedal mounted on the vehicle 1 is operated by the driver, the position of the accelerator pedal, that is, the accelerator opening is determined. A signal to be expressed is output to an EFI-ECU 13 described later.

  The AT oil temperature sensor 32 detects the temperature of oil (ATF: Automatic Transmission Fluid) used for the operation and lubrication of the automatic transmission 5, and outputs a signal representing the detection result to the EFI-ECU 13 described later. Yes. Thus, the AT oil temperature sensor 32 constitutes a detection means according to the present invention.

  The vehicle 1 includes a shift instruction display unit 35 that prompts the driver to shift up and down when a shift request is generated. The shift instruction display unit 35 includes a shift up lamp 36 that lights up when instructing upshifting, and a downshift lamp 37 that lights up when instructing downshifting. The upshift lamp 36 and the downshift lamp 37 are constituted by LEDs.

  The vehicle 1 includes an electronic control unit 11 for controlling fuel injection in the engine 2 and shift in the automatic transmission 5. The electronic control unit 11 controls the engine 2, the automatic transmission 5, and the like based on the data input from the sensors, the shift map representing the shift map stored in the ROM, and the program for executing the shift control. It comes to control.

  The electronic control unit 11 includes an EFI-ECU 13 that controls the engine and an ECT (Electronic Controlled Automatic Transmission) -ECU 14 that controls the automatic transmission 5. The electronic control device 11 may further include a plurality of ECUs that control the vehicle 1.

  The EFI-ECU 13 has a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory) and an input / output interface (not shown), and the engine 2 is controlled according to the operation amount of the accelerator pedal. Thus, an engine control signal is output to the engine 2.

  The EFI-ECU 13 includes an engine speed sensor 21, an intake air amount sensor (not shown), an intake air temperature sensor, a throttle sensor 24, an input shaft speed sensor 25, an output shaft speed sensor 26, an operation position sensor 29, and AT oil. The temperature sensor 32 is connected to the engine speed, the intake air amount, the intake air temperature, the throttle opening, the input shaft speed, the output shaft speed, the operating position of the shift lever 28 and the AT oil temperature. Representing signals are input respectively.

  The ECT-ECU 14 has an automatic shift mode for selecting a gear position according to the traveling state of the vehicle 1 and a manual shift mode for selecting a gear position according to a manual operation. Here, the traveling state of the vehicle 1 means states such as the speed of the vehicle 1, the throttle opening, the input shaft rotational speed, and the AT oil temperature.

  The ECT-ECU 14 has a CPU, a RAM, a ROM, and an input / output interface (not shown). The ECT-ECU 14 also includes a throttle opening, an output shaft rotational speed, an input shaft rotational speed from the throttle sensor 24, the output shaft rotational speed sensor 26, the input shaft rotational speed sensor 25, the operation position sensor 29 and the AT oil temperature sensor 32. Signals representing the operating position of the shift lever 28 and the hydraulic oil temperature are respectively input from the EFI-ECU 13. The ECT-ECU 14 calculates the shift speed to be shifted based on these input signals, and the torque converter 3 and the shift speed of the automatic transmission 5 are controlled based on the calculation result. The hydraulic control circuit 6 is controlled. The ROM stores a program for executing the shift control. The ECT-ECU 14 executes a shift instruction control to be described later based on information output from each of the sensors and a shift map representing a shift diagram stored in the ROM. The ECT-ECU 14 according to the present embodiment constitutes a main part of the shift instruction device according to the present invention.

  The operation table in FIG. 3 summarizes the relationship between the above gear stages and the operation states of the clutches C1, C2, the brakes B1 to B3, and the one-way clutch F. “O” indicates engagement and “X” indicates release. , “◎” represents engagement only during engine braking, and “Δ” represents engagement only during driving. Since the one-way clutch F is provided in parallel with the brake B2 that establishes the first speed gear stage “1st”, only the clutch C1 is engaged when starting (acceleration) and the clutch is applied when the engine brake is applied. C1 and the brake B2 are engaged.

  Thus, the automatic transmission 5 according to the present embodiment establishes a plurality of gear stages having different gear ratios by selectively engaging a plurality of engagement devices, that is, the clutches C1 and C2 and the brakes B1 to B3. As is apparent from the operation table of FIG. 3, the gears are continuously shifted by a so-called clutch-to-clutch that changes any one of the clutches C1 and C2 and the brakes B1 to B3. Can do. As described above, the automatic transmission 5 is configured to take any one of the six forward shift stages including the first to sixth speeds and the one reverse shift stage.

As shown in FIG. 4, the hydraulic control circuit 6 controls the operations of the hydraulic actuators (hydraulic cylinders) A _C1 , A _C2 , A _B1 , A _B2 , A _B3 of the clutches C1, C2 and the brakes B1 to B3. Linear solenoid valves SL1 to SL5 are provided.

In each of the hydraulic actuators A _C1 , A _C2 , A _B1 , A _B2 , A _B3 , the line hydraulic pressure PL is respectively applied to the engagement pressures P _C1 , P _C2 according to the command signal from the ECT-ECU 14 by the linear solenoid valves SL1 to SL5. , P _B1 , P _B2 , and P _B3 are respectively regulated and supplied directly.

  The line oil pressure PL is regulated by a relief type pressure regulating valve (regulator valve) (not shown) with a hydraulic pressure generated from a mechanical oil pump 47 (see FIG. 2) rotated by the engine 2 as a source pressure. It has become.

The linear solenoid valves SL1 to SL5 are independently controlled by the ECT-ECU 14, and the hydraulic pressure supplied to the hydraulic actuators A _C1 , A _C2 , A _B1 , A _B2 , A _B3 is adjusted, and the clutches C1, C2 are controlled. , And the engagement pressures P _C1 , P _C2 , P _B1 , P _B2 , P _{B3 of the} brakes B1 to _B3 are controlled. In the automatic transmission 5, each gear stage is established by engaging a predetermined clutch C and brake B as shown in the engagement operation table of FIG.

  As shown in FIG. 5, the shift lever 28 corresponds to the D position corresponding to the drive range, the N position corresponding to the neutral range, the R position corresponding to the reverse range, and the parking range from the rear to the front of the vehicle 1. The P position is taken, and the position is shifted according to the gate pattern 76.

  The shift lever 28 further indicates an S position representing a manual position for shifting the shift range of the automatic transmission 5 in the manual shift mode, a plus position (+ position) for instructing a shift up, and a shift down. The negative position (-position) is taken.

  The S position is located beside the D position. When the shift lever 28 is moved laterally from the D position by the driver, the shift lever 28 is held at the S position by a spring (not shown).

  The ECT-ECU 14 realizes a sequential shift in which the shift lever 28 is moved to the + position or the − position, respectively, and shifts from the current shift range to the shift range that is one up or one down. . Note that the ECT-ECU 14 may realize a sequential shift based on a detection result detected by, for example, a paddle operation unit (not shown) provided on the handle.

  In addition, when the shift lever 28 is moved to the + position or the − position, and the shift up or down is instructed, the ECT-ECU 14 executes a range hold for increasing or decreasing the shift range, respectively. ing. In this range hold, the ECT-ECU 14 determines the vehicle speed, the throttle opening degree, and the gear shift from a plurality of shift stages in which the value corresponding to the shift range instructed by the shift lever 28 is the upper limit shift stage and the first speed is the lower limit shift stage. The optimum gear position is selected based on the map. For example, when 6 ranges are instructed in the manual shift mode, the ECT-ECU 14 selects the gear position from 1st speed to 6th speed, and when 4 ranges are instructed, the ECT-ECU 14 The gear position is selected from 1st to 4th.

  Note that the ECT-ECU 14 shifts the current shift stage to the next higher or lower shift stage by moving the shift lever 28 to the + position or the − position instead of the range hold. Hold may be performed.

  In the manual shift mode, the ECT-ECU 14 displays the current shift speed value on the current shift speed display section 91 (see FIG. 1) in the combination meter. Note that, in the manual shift mode, the ECT-ECU 14 may display the shift range value indicated by the shift lever 28 on the current shift stage display unit 91 instead of the current shift stage value.

  When the ECT-ECU 14 acquires from the operation position sensor 29 that the shift lever 28 is positioned at the D position, the ECT-ECU 14 shifts to an automatic shift mode, and based on the vehicle speed, the throttle opening, and the shift map, the hydraulic control circuit 6, the shift stage of the automatic transmission 5 is shifted. In addition, when the ECT-ECU 14 acquires from the operation position sensor 29 that the shift lever 28 is in the S position, the ECT-ECU 14 shifts to the manual shift mode and responds to the shift range instructed by the driver. The shift stage of the automatic transmission 5 is shifted.

  As shown in FIG. 6, the ECT-ECU 14 stores a shift map having a shift line (shift stage switching line) for obtaining an optimum shift stage according to the vehicle speed and the accelerator opening degree in the ROM. Yes. In the shift map, a shift-up shift line is indicated by a solid line, and a shift-down shift line is indicated by a broken line. In addition, each shift-up and shift-down switching direction is indicated by an arrow, and each shift stage is indicated by a number.

  Further, the ECT-ECU 14 prohibits shifting to a predetermined shift speed (intermediate speed) such as the second speed until the temperature becomes equal to or higher than the set temperature when the oil temperature is lower than the preset oil temperature determined by the AT oil temperature sensor 32. It is like that. In the transmission mechanism 4 according to the present embodiment, when the viscosity of the hydraulic oil is high at low temperatures, a shift shock occurs when the shift to the second speed is allowed, so the ECT-ECU 14 prohibits the shift. . Accordingly, the ECT-ECU 14 is configured to prohibit shifting to the second speed that constitutes the intermediate speed and to allow shifting to other speeds.

  This prohibits the second gear stage to prevent a shift shock, while, for example, when taking the third gear stage beyond the second speed, the vehicle speed becomes high to some extent, so that warm-up operation is promoted. This is because the temperature of the hydraulic oil can be maintained immediately above the set temperature. For this reason, for example, a shift from a high gear (from the third gear to the sixth gear) is allowed at a gear other than the second gear. The prohibited shift speed is stored in advance in the ROM in association with the set temperature.

  Further, the ECT-ECU 14 executes shift instruction control for instructing the driver to promote upshifting or downshifting from the current shift stage based on the traveling state of the vehicle 1 in order to improve fuel consumption. Yes.

  Specifically, when the ECT-ECU 14 acquires signals representing the output shaft rotational speed and the throttle opening from the output shaft rotational speed sensor 26 and the throttle sensor 24, the ECT-ECU 14 refers to a shift map stored in the ROM and determines the fuel consumption. A target shift speed that can be improved is calculated. Then, the ECT-ECU 14 presents a gear shift instruction to the driver when the current gear speed and the target gear speed are different. On the other hand, the ECT-ECU 14 does not present a gear change instruction to the driver when the current gear position and the target gear position coincide with each other. Note that the shift map described in the present embodiment uses the shift map used in the automatic shift mode shown in FIG. 6, and presents a shift instruction when the shift line is exceeded. Therefore, the ECT-ECU 14 according to the present embodiment constitutes a target shift speed setting means for setting the target shift speed based on the traveling state of the vehicle.

  When the shift request is generated as described above, the ECT-ECU 14 controls the shift instruction display unit 35 to turn on the upshift lamp 36 or the downshift lamp 37 and give a shift instruction to the driver. It comes to present. As shown in FIG. 7A, the ECT-ECU 14 turns on the upshift lamp 36 and presents a shift instruction to the driver when an upshift request is generated, for example. . In the present embodiment, the lighting state of the upshift lamp 36 or the downshift lamp 37 is indicated by a black arrow in the figure.

  Therefore, the ECT-ECU 14 according to the present embodiment cooperates with the shift instruction display unit 35 (the shift up lamp 36 and the shift down lamp 37) to change the target shift when the current shift stage and the target shift stage are different. Presenting means for presenting a gear shift instruction to the gear is configured. Here, the presentation means that the upshift lamp 36 and the downshift lamp 37 are turned on or blinked.

  Further, the ECT-ECU 14 cooperates with the shift instruction display unit 35 (the shift up lamp 36 and the shift down lamp 37), and when the current shift stage matches the target shift stage, the shift instruction to the target shift stage. The presenting means for not presenting is configured. Here, non-presentation means that the upshift lamp 36 and the downshift lamp 37 are not turned on or turned off.

  Further, when the ECT-ECU 14 is shifted up by the driver and detects the operation of the shift lever 28, as shown in FIG. The second speed is displayed and the upshift lamp 36 is controlled to be turned off. Further, the ECT-ECU 14 controls the shift-up lamp 36 to be turned off when the vehicle is in a traveling state in which the current gear position and the target gear position coincide with each other without being shifted up by the driver. .

  Note that the ECT-ECU 14 may issue a shift-up instruction or a shift-down instruction by a method that can be recognized by the driver, such as an audio signal, instead of the shift instruction by the change instruction display unit 35.

  Further, the ECT-ECU 14 prohibits the shift to the predetermined prohibited shift stage when the temperature of the hydraulic oil is lower than the predetermined set temperature (threshold) by the AT oil temperature sensor 32. . In the present embodiment, the prohibited shift speed is the second speed, for example, and this prohibited shift speed is stored in the ROM in advance. For this reason, the ECT-ECU 14 constitutes a shift prohibiting means according to the present invention. In the present embodiment, the forbidden shift speed is, for example, 2nd speed, but the forbidden shift speed according to the present invention is the highest shift speed (for example, 6th speed) among the shift speeds that can be taken by the automatic transmission. Any intermediate shift speed (2nd to 5th) between the shift speed (for example, 1st speed) may be used.

  In this way, when a shift request is generated, the ECT-ECU 14 limits the shift instruction in the shift instruction display unit 35 if the target shift stage calculated in the shift instruction control is the prohibited shift stage. It has become.

  Specifically, the ECT-ECU 14 refers to information representing the prohibited shift speed stored in the ROM during execution of the shift instruction control. Then, the ECT-ECU 14 determines that the jump shift occurs when the current shift speed is different from the target shift speed and the target shift speed calculated in the shift instruction control corresponds to the aforementioned prohibited shift speed. It has become. For this reason, the ECT-ECU 14 determines whether or not a jump shift occurs when the driver performs a shift operation according to the shift instruction presented by the shift instruction display unit 35. Thus, the ECT-ECU 14 constitutes a determination unit according to the present invention.

  The ECT-ECU 14 performs control so as to limit the presentation of the shift instruction by the shift instruction display unit 35 when it is determined that the jump shift occurs. Specifically, as shown in FIG. 8, the ECT-ECU 14 shifts the speed of the driver without presenting or turning on the upshift lamp 36 even when an upshift request is generated. Do not present instructions. Therefore, since the shift instruction by the shift instruction display unit 35 is limited, it is possible to suppress the occurrence of a jump shift. Thus, the ECT-ECU 14 constitutes a presentation limiting unit according to the present invention.

  Next, the operation of the shift instruction control will be described with reference to FIG. The process described below is realized by a program stored in advance in the ROM of the ECT-ECU 14, and is executed by the CPU at predetermined time intervals.

  As shown in FIG. 9, first, the ECT-ECU 14 determines whether or not it is in the manual mode (step S10). Specifically, the ECT-ECU 14 determines whether or not the shift lever 28 is in the S position based on the detection result of the operation position sensor 29. When the shift lever 28 is in the S position, the ECT-ECU 14 determines that the manual mode is in effect (YES in step S10), and proceeds to step S11. On the other hand, when the shift lever 28 is not in the S position, it is determined that the manual mode is not in effect (NO in step S10), and the process proceeds to RETURN.

  Next, the ECT-ECU 14 acquires the traveling state of the vehicle 1 (step S11). In the present embodiment, the ECT-ECU 14 obtains signals representing the output shaft rotational speed and the throttle opening from the output shaft rotational speed sensor 26 and the throttle sensor 24 as the running state, and inputs from the output shaft rotational speed sensor 26. Based on the signal, the vehicle speed of the vehicle 1 is calculated.

  Next, the ECT-ECU 14 calculates a target shift speed for improving fuel efficiency based on the traveling state acquired in step S11 (step S12). Specifically, the ECT-ECU 14 refers to a shift map (see FIG. 6) that is stored in the ROM and represents a target shift stage for improving fuel efficiency, and calculates the throttle opening and the throttle opening acquired in step S11. The target gear position is calculated from the vehicle speed.

  Next, the ECT-ECU 14 acquires the current gear position (step S13). Specifically, the ECT-ECU 14 acquires signals representing the input shaft speed and the output shaft speed of the transmission mechanism 4 from the input shaft speed sensor 25 and the output shaft speed sensor 26, respectively. Then, the current gear stage formed in the transmission mechanism 4 is calculated with reference to a map in which these ratios are associated with the gear stages.

  Next, the ECT-ECU 14 determines whether or not a shift request has occurred (step S14). Specifically, the ECT-ECU 14 determines whether or not the target shift speed calculated in step S12 is different from the current shift speed calculated in step S13. Then, if the current shift speed and the target shift speed are different, the ECT-ECU 14 determines that a shift request has occurred (YES in step S14), and proceeds to step S15. On the other hand, if the current shift speed is equal to the target shift speed, it is determined that a shift request has not occurred (NO in step S14), and the process proceeds to step S18.

  Next, the ECT-ECU 14 determines whether or not there is a gear limit at the intermediate stage (step S15). Specifically, the ECT-ECU 14 determines whether or not the target shift speed calculated in step S12 corresponds to the prohibited shift speed stored in the ROM. Then, when the target shift speed corresponds to the prohibited shift speed, the ECT-ECU 14 determines that there is a gear limit at the intermediate speed (YES in step S15), and proceeds to step S16. On the other hand, if the target gear does not correspond to the prohibited gear, it is determined that there is no gear limit at the intermediate gear (NO in step S15), and the process proceeds to step S17.

  If the ECT-ECU 14 determines that there is a gear limit at the intermediate stage (YES in step S15), the ECT-ECU 14 controls the shift instruction display unit 35 so that the shift up lamp 36 or the shift down lamp 37 is not lit. The shift instruction is not presented (step S16).

  On the other hand, when the ECT-ECU 14 determines that there is no gear limit at the intermediate gear (NO in step S15), the ECT-ECU 14 controls the shift instruction display unit 35 to light the shift up lamp 36 or the shift down lamp 37. Thus, a shift instruction is presented (step S17).

  Next, the ECT-ECU 14 determines that a shift request has not occurred when the current shift speed is equal to the target shift speed (NO in step S14), and controls the shift instruction display section 35, The shift-up lamp 36 or the shift-down lamp 37 is not turned on, and the shift instruction is not presented (step S18).

  As described above, the ECT-ECU 14 according to the embodiment presents a shift instruction when it is determined that a jump shift occurs when a shift operation is executed in accordance with the shift instruction presented by the shift instruction display unit 35. Can be limited. For this reason, the ECT-ECU 14 can suppress the shift to the next shift stage by jumping over the shift stage intended by the driver even though the driver has performed a shift operation according to the shift instruction. It is possible to prevent the driver from feeling uncomfortable.

  Specifically, when a jump shift can occur, the ECT-ECU 14 can suppress the jump shift down because the shift instruction display unit 35 does not present a shift down instruction, which is higher than the driver expected. Deceleration and acceleration occur, and the driver does not feel uncomfortable and does not affect drivability.

  On the other hand, the ECT-ECU 14 can suppress the jump shift up because the shift instruction display unit 35 does not present the shift up instruction when the jump shift can occur, and the driving force assumed when traveling on a slope or the like. It does not give the driver a sense of incongruity such as lowering, and drivability is not affected.

  In this way, the ECT-ECU 14 can execute an optimal shift instruction as compared with the conventional case, and can suppress the driver from feeling uncomfortable.

  Further, since the ECT-ECU 14 controls the shift instruction display unit 36 so as not to present the shift instruction when the current shift stage and the target shift stage coincide with each other, it does not prompt the driver to shift, An optimal gear shift instruction can be executed.

  The ECT-ECU 14 according to the present embodiment restricts the presentation of the shift instruction when the oil temperature of the hydraulic oil is lower than the set temperature and the intermediate gear stage has a gear stage restriction. As in the case of the ECT-ECU 14 according to the second embodiment to be described, when the oil temperature of the hydraulic oil is lower than the set temperature and there is a gear limit on the intermediate gear, a different shift map is stored in advance. The shift map may be presented using this shift map.

(Second Embodiment)
A shift instruction apparatus according to the second embodiment of the present invention will be described. Since the configuration of the vehicle in the present embodiment is substantially the same as that of the vehicle 1 in the first embodiment, the same components are denoted by the same reference numerals, and the description thereof is omitted.
First, a characteristic configuration of the vehicle 1 including the shift instruction device according to the embodiment of the present invention will be described.

FIG. 10 (a) is a diagram showing a normal shift map according to the present embodiment, and only the first to third shift lines are shown for convenience of explanation.
As shown in FIG. 10 (a), the ECT-ECU 14 previously stores a normal shift map having a shift line (shift line for shifting stage) for obtaining an optimal shift stage according to the vehicle speed and the accelerator opening. To come to remember. In the shift map, a shift-up shift line is indicated by a solid line, and a shift-down shift line is indicated by a broken line. In addition, each shift-up and shift-down switching direction is indicated by an arrow, and each shift stage is indicated by a number.

FIG. 10B is a diagram showing a shift map at the time of restriction according to the present embodiment, and only the first to third speeds are shown for convenience of explanation.
Also, as shown in FIG. 10 (b), the ECT-ECU 14, unlike the shift map described above, provides a shift line (shift stage switching line) for obtaining an optimal shift stage according to the vehicle speed and the accelerator opening. The limited speed change map is stored in the ROM in advance. In the shift map, a shift-up shift line is indicated by a solid line, and a shift-down shift line is indicated by a broken line. In addition, the shift speeds before and after the upshifting or the downshifting are indicated by numbers above each shift line.

  Further, the ECT-ECU 14 prohibits shifting to a predetermined shift speed (intermediate speed) such as the second speed until the temperature becomes equal to or higher than the set temperature when the oil temperature is lower than the preset oil temperature determined by the AT oil temperature sensor 32. It is like that. In the transmission mechanism 4 according to the present embodiment, when the viscosity of the hydraulic oil is high at low temperatures, a shift shock occurs when the shift to the second speed is allowed, so the ECT-ECU 14 prohibits the shift. . Accordingly, the ECT-ECU 14 is configured to prohibit shifting to the second speed that constitutes the intermediate speed and to allow shifting to other speeds.

  This prohibits the second gear stage to prevent a shift shock, while, for example, when taking the third gear stage beyond the second speed, the vehicle speed becomes high to some extent, so that warm-up operation is promoted. This is because the temperature of the hydraulic oil can be maintained immediately above the set temperature. For this reason, for example, a shift from a high gear (from the third gear to the sixth gear) is allowed at a gear other than the second gear. The prohibited shift speed is stored in advance in the ROM in association with the set temperature.

  Therefore, the shift map at the time of limitation shown in FIG. 10 (b) is the driver even when a jump shift occurs compared to FIG. 10 (a) when an intermediate gear stage such as the second speed is limited. In contrast, shift lines are defined in areas where there is no sense of incongruity. That is, in the limited speed change map shown in FIG. 10 (b), the ECT-ECU 14 sticks as much as possible to the first shift when the accelerator opening is low, and sticks to the low vehicle speed as much as possible with the third speed. It is defined to instruct downshift.

  The ECT-ECU 14 switches from the normal shift map to the limited shift map when in the manual shift mode, i.e., the manual shift mode, when the hydraulic oil temperature is lower than the set temperature and the intermediate gear is limited in gear. The shift instruction control is executed. Further, in the automatic shift mode, the ECT-ECU 14 performs shift control by switching between a normal shift map and a limited shift map according to the oil temperature.

  Next, the operation of the shift instruction control will be described with reference to FIG. The process described below is realized by a program stored in advance in the ROM of the ECT-ECU 14, and is executed by the CPU at predetermined time intervals.

  As shown in FIG. 11, first, the ECT-ECU 14 determines whether or not it is in the manual mode (step S20). Specifically, the ECT-ECU 14 determines whether or not the shift lever 28 is in the S position based on the detection result of the operation position sensor 29. When the shift lever 28 is in the S position, the ECT-ECU 14 determines that the manual mode is in effect (YES in step S20), and proceeds to step S21. On the other hand, when the shift lever 28 is not in the S position, it is determined that the manual mode is not in effect (NO in step S20), and the process proceeds to RETURN.

  Next, the ECT-ECU 14 acquires the traveling state of the vehicle 1 (step S21). In the present embodiment, the ECT-ECU 14 obtains signals representing the output shaft rotational speed and the throttle opening from the output shaft rotational speed sensor 26 and the throttle sensor 24 as the running state, and inputs from the output shaft rotational speed sensor 26. Based on the signal, the vehicle speed of the vehicle 1 is calculated.

  Next, the ECT-ECU 14 calculates a target shift speed for improving fuel efficiency based on the traveling state acquired in step S21 (step S22). Specifically, the ECT-ECU 14 is stored in the ROM and refers to a shift map that represents a target shift speed for improving fuel efficiency. The target shift speed is calculated from the throttle opening obtained in step S21 and the calculated vehicle speed. Is calculated.

  Next, the ECT-ECU 14 acquires the current gear position (step S23). Specifically, the ECT-ECU 14 acquires signals representing the input shaft speed and the output shaft speed of the transmission mechanism 4 from the input shaft speed sensor 25 and the output shaft speed sensor 26, respectively. Then, the current gear stage formed in the transmission mechanism 4 is calculated with reference to a map in which these ratios are associated with the gear stages.

  Next, the ECT-ECU 14 determines whether or not a shift request has occurred (step S24). Specifically, the ECT-ECU 14 determines whether or not the target shift speed calculated in step S12 is different from the current shift speed acquired in step S23. If the current shift speed and the target shift speed are different, the ECT-ECU 14 determines that a shift request has occurred (YES in step S24), and proceeds to step S25. On the other hand, if the current shift speed is equal to the target shift speed, it is determined that a shift request has not occurred (NO in step S24), and the process proceeds to RETURN.

  Next, the ECT-ECU 14 determines whether or not there is a gear limit at the intermediate stage (step S25). Specifically, the ECT-ECU 14 determines whether or not the target shift speed calculated in step S22 corresponds to the prohibited shift speed stored in the ROM. Then, when the target shift speed corresponds to the prohibited shift speed, the ECT-ECU 14 determines that there is a gear limit at the intermediate speed (YES in step S25), and proceeds to step S26. On the other hand, when the target shift speed does not correspond to the prohibited shift speed, it is determined that there is no gear limit at the intermediate speed (NO in step S25), and the process proceeds to step S27.

  If the ECT-ECU 14 determines that there is a gear limit in the intermediate gear (YES in step S25), the gear shift instruction display is based on the shift map at the time of limitation shown in FIG. The shift instruction is presented by controlling the unit 35 and turning on the upshift lamp 36 or the downshift lamp 37 (step S26).

  On the other hand, if the ECT-ECU 14 determines that there is no gear limit at the intermediate stage (NO in step S25), a shift instruction display is made based on the normal shift map shown in FIG. The shift instruction is presented by controlling the unit 35 and turning on the upshift lamp 36 or the downshift lamp 37 (step S27).

  As described above, when the ECT-ECU 14 according to the embodiment is in the manual shift mode and the oil temperature of the hydraulic oil is lower than the set temperature and there is a gear limit on the intermediate gear, The shift instruction control can be executed by switching to the shift map. As a result, even if a jump shift can occur, a shift instruction can be presented to the driver in a region where there is no sense of discomfort. Therefore, it is possible to prevent the driver from feeling uncomfortable even when shifting to an unintended shift stage.

  Specifically, when a jump shift can occur, the ECT-ECU 14 presents a downshift instruction by the shift instruction display unit 35 in a vehicle running state (accelerator opening and vehicle speed) that does not give the driver a sense of incongruity. Therefore, deceleration and acceleration more than the driver expected do not occur, the driver does not feel uncomfortable, and the drivability is not affected.

  On the other hand, when a jump shift can occur, the ECT-ECU 14 presents a shift-up instruction to the driver in a vehicle running state (accelerator opening and vehicle speed) that does not give a sense of incongruity to the driver. Thus, the driver does not feel uncomfortable that the driving force is lower than the driving force assumed during traveling on a slope, and drivability is not affected.

  In this way, the ECT-ECU 14 can execute an optimal shift instruction as compared with the conventional case, and can suppress the driver from feeling uncomfortable.

  In each of the above-described embodiments, the automatic transmission 5 is configured using the torque converter 3 and the transmission mechanism 4, but the automatic transmission 5 is not limited to the illustrated one. The automatic transmission according to the present invention also includes a semi-automatic transmission in which clutch operation in a so-called manual transmission is automated.

  In each of the above-described embodiments, the automatic transmission 5 includes the shift lever 28 in order to enable manual shift by the driver. However, in addition to the shift lever 28, other forms of operation such as paddles are possible. The structure containing a child may be sufficient. In this case, when the paddle is operated in the automatic transmission mode, the mode is shifted to the manual transmission mode.

  In each of the embodiments described above, the ECT-ECU 14 has been described as the shift instruction device according to the present invention. However, the present invention is not limited to this, and can be configured using another ECU used in the vehicle 1.

  As described above, the gear shift instruction device according to the present invention can execute an optimum gear shift command as compared with the prior art, and has the effect of suppressing the driver from feeling uncomfortable. Yes, it is useful as a shift instruction device mounted on a vehicle.

1 vehicle 2 engine (internal combustion engine)
3 Torque converter 4 Transmission mechanism 5 Automatic transmission 6 Hydraulic control circuit 11 Electronic control device 13 EFI-ECU
14 ECT-ECU (target gear setting means, presentation means, determination means, presentation restriction means, shift inhibition means, shift instruction device)
24 Throttle sensor (target gear position setting means)
26 Output shaft speed sensor (target gear position setting means)
28 Shift lever 32 AT oil temperature sensor (detection means)
35 Shift instruction display section (presentation means)
36 Shift-up ramp (presentation means)
37 Shift down lamp (presentation means)
91 Current gear position display

Claims (4)

A shift instruction device that is used in a vehicle equipped with an automatic transmission having a manual shift mode capable of shifting to a gear position according to a manual shift operation, and that prompts a driver to perform the shift operation in a shift instruction direction,
Target gear position setting means for setting a target gear position based on the running state of the vehicle;
From the current gear position and presenting means for presenting the shift instruction direction to the target gear,
A determination unit that determines whether or not a jump shift occurs when a shift operation is executed in accordance with a shift instruction presented by the presenting unit;
A speed change instruction device comprising: a presentation restriction means for restricting presentation of the speed change instruction by the presentation means when the determination means determines that the jump shift occurs. Detecting means for detecting a temperature of hydraulic oil for operating the automatic transmission;
Shift prohibiting means for prohibiting shifting to a predetermined prohibited shift stage when the temperature of the hydraulic oil is lower than a predetermined threshold by the detecting means;
2. The determination unit according to claim 1, wherein the jump gear shift is determined to occur when the current shift speed is different from the target shift speed and the target shift speed corresponds to the prohibited shift speed. The shift instruction device according to claim 1.   The shift instruction apparatus according to claim 2, wherein the prohibited shift stage is an intermediate shift stage between a maximum shift stage and a minimum shift stage among shift stages that can be taken by the automatic transmission.   4. The display device according to claim 1, wherein the presenting unit makes the gearshift instruction non-presented when the current gear position and the target gear position coincide with each other. 5. Shift instruction device.

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