JPH03244867A - Shift controller for automatic transmission - Google Patents

Abstract

PURPOSE:To optimize such a shift control as using various shift maps by calculating car speed and frequency of car speed variations, etc., and judging a running state with these calculated data and a tilt angle of a vehicle, in the case where the shift maps are selected at each running state. CONSTITUTION:A control unit 50 inputs each signal for car speed, throttle opening, vehicle inclination or the like, out of sensors 41-43, and it calculates car speed frequency at a calculating part 51, and car speed variation frequency at a calculating part 53 at each sampling time conformed to the car speed by a setting part 53, respectively. Then, a running state is judged by a judging part 54 from these calculated data and the vehicle inclination conformed to both upward and downward slopes, thereby selecting a shift map, conformed to the running state, from a storage part 56 by a selecting part 55. In addition, a shift step determining part 57 determines the shift step through the throttle opening and the car speed in accordance with the selected shift map. Thus, adding not only the car speed but also the adjustable speeds on these slopes, the running state is judged, so that judging accuracy is well improved, through which shift control with various shift maps can be optimized.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to shift control that is controlled based on a shift map based on the relationship between vehicle speed, throttle opening, etc. in an automatic transmission installed in a vehicle such as an automobile. The present invention relates to a device, and more particularly, to a means for selecting a shift map that is set according to various driving conditions.

[Conventional technology]

Generally, automatic transmissions for vehicles have a shift pattern map set in advance, and are configured to determine the gear position based on the relationship between vehicle speed and throttle opening based on this map and automatically control the gear shift.

Here, this type of shift control is also becoming more electronic.
For this reason, a plurality of shift maps suitable for various driving conditions are set, and it has been proposed to optimize shift control while selecting one of these shift maps.

Conventionally, regarding shift map selection for the above-mentioned automatic transmission, there is a prior art disclosed in, for example, Japanese Patent Laid-Open No. 59-200849. Here, it is shown that the vehicle speed signal from the vehicle speed sensor is sampled for a set time to calculate the distribution state of instantaneous vehicle speed within the set time, and when a traffic jam state is determined, the shift map is changed to an appropriate one.

[Problem to be solved by the invention]

By the way, in the prior art described above, since driving conditions such as traffic jams are determined only based on the distribution of vehicle speeds, the error in the determination is relatively large. That is, even if the vehicle speed is in a low distribution state, it may be the case that the vehicle is climbing or descending the vehicle, or the vehicle may be coasting at a deceleration, and it is difficult to distinguish between these. here,
In this type of shift map selection control, if the shift map is selected appropriately, it leads to optimization of shift control, which is preferable. However, if the shift map is selected incorrectly due to an error in the judgment of the driving condition, the driving performance will be significantly affected due to an inappropriate shift map. There is a risk of deterioration. For this reason, it is desirable to determine the driving state with high accuracy.

On the other hand, in addition to the vehicle speed, parameters such as throttle opening, acceleration, and engine speed can also be used to determine the 1'1 constant driving condition, and by effectively combining these parameters, the determination accuracy can be further improved. It's nice to be able to do that.

The present invention has been made in view of these points, and its purpose is to improve the accuracy of determining each driving state in shift map selection for automatic shift control, and to enable appropriate selection of various shift maps. The purpose of the present invention is to provide a shift control device for an automatic transmission.

[Means to solve the problem]

In order to achieve the above object, the shift control device for an automatic transmission of the present invention determines the running state of the vehicle, selects a shift map, and controls the shift using the selected shift map. As a factor in determining
The vehicle speed or engine parameter and its change with the highest degree of opening during the sampling time is calculated, and the driving state is determined based on the vehicle speed or engine parameter and its change and the vehicle inclination angle.

[For production]

Based on the above configuration, when determining each driving state by automatic transmission shift control, acceleration/deceleration is detected not only by parameters such as vehicle speed but also by the degree of change, and flatness or climbing/descending is detected by the slope angle. The driving condition can be accurately determined based on these three elements. Based on this driving state determination, an appropriate shift map is selected to perform optimal gear change control.

〔Example〕

Embodiments of the present invention will be described below based on the drawings.

In FIG. 2, to describe the drive system of a vehicle with an automatic transmission to which the present invention is applied, a torque converter case 1
．． A transmission case 3 is joined to the rear of the differential case 2, a transfer case 4 is further joined to the rear of the transmission case 3, and an oil pan 5 is attached to the lower part of the transmission case 3.

Reference numeral IO designates an engine, and a crankshaft U of this engine IO is connected to the pump side of a torque converter 13 equipped with a lock-up clutch 12, and a human power shaft 14 from the turbine side supplies power to an automatic transmission 30. The output shaft I5 from the automatic transmission 30 is output to the rear on the same axis as the human power shaft 14,
This output shaft 15 has a pair of glue reduction drive gears I
6. It is connected to a front drive shaft 18 arranged below and parallel to the automatic transmission 30 via a reduction driven gear I7. This drive lever 18 is configured to directly transmit power to the front wheels via a front differential device 19. Further, the output shaft 15 is connected to a transfer clutch 20
It is connected to the rear drive shaft 2I via the rear drive shaft 2I, and transmission is configured from this rear drive shaft 21 to the rear wheels.

The automatic transmission 30 has a front planetary gear 31 and a rear planetary gear 32. and front planetary gear 31. Rear planetary gear 32 and input shaft 14
．． For output shaft ■5, high clutch 33. Reverse clutch 34. Brake band 35. Forward clutch 36. Overrunning clutch 37. Low and reverse clutch 38. First one-way clutch 39. A second one-way clutch 40 is provided.

On the other hand, the oil pan 5 houses a control valve body 25 for a hydraulic control system, and a manual valve 26 for switching between forward and backward movement. First shift solenoid 27 for shifting to four forward speeds. It has a second shift solenoid 28 and the like. Therefore, the shift signal from the control unit 50 is the first. The second shift solenoids 27 and 28 are inputted to turn on and off, and the clutches and brakes of the automatic transmission 30 are selectively engaged, thereby automatically shifting to four forward gears.

In FIG. 1, the speed change control system of the control unit 50 will be described.

First, the medium speed sensor 41. It has a throttle opening sensor 42 and a tilt sensor 43. A signal of the vehicle speed V from the vehicle speed sensor 41 is manually input to the vehicle speed frequency calculation section 51 and the vehicle speed change frequency calculation section 52, and the vehicle speed frequency calculation section 51. The sampling time Ts of the vehicle speed change frequency calculation section 52 is set by the sampling time setting section 53. The vehicle speed frequency calculation unit 51 calculates each vehicle speed V, , V, , V3 .
... is detected, and as a result, as shown in Fig. 3(a), a frequency map of the vehicle speed distribution,
That is, the vehicle speed Vp with the highest opening degree is calculated. The vehicle speed change frequency calculation unit 52 calculates each vehicle speed change Δ■, at the same sampling time Ts.

ΔV2. ΔV1. ... is determined, and the vehicle speed change ΔVp with the highest vehicle speed change opening is calculated as shown in FIG. 3(b).

The highest opening value V of each of these vehicle speeds and vehicle speed changes
The signals of ρ and ΔVp and the signal of the inclination angle α of the inclination sensor 43 are input to a driving state determining section 54, and each driving state is determined based on these parameters. That is, for example, vehicle speed Vp
If the vehicle speed is small, the vehicle speed change ΔVp is medium, and the slope angle α is small, it is determined that the vehicle is running in a traffic jam, and if the vehicle speed Vp is medium, the vehicle speed change ΔVp is small, and the slope angle α is small, it is determined that the vehicle is driving in an urban area. Vehicle speed V
If p is medium, vehicle speed change ΔVp is large, and inclination angle 1α1 is large, it is determined that the vehicle is running in a mountainous area, and vehicle speed Vp is large 1 heavy speed change ΔVp
If the angle of inclination α is medium and the angle of inclination α is small, high-speed driving is determined. In this way, acceleration/deceleration is detected based on the vehicle speed change ΔVρ, and a flat or sloped road is detected based on the slope angle α, and these acceleration/decelerations, climbs, and slopes are detected based on the vehicle speed Vp.
Each driving condition is accurately determined, taking into account whether or not the driver is disembarking from the vehicle. This determination signal is then input to a shift map selection section 55, which refers to a shift map storage section 56 to select a suitable shift map.

Here, the shift map storage section 56 stores in advance shift maps suitable for various driving conditions.

That is, the shift map M for traffic jams has a wide range of low gears and a wide distance from the downshift point, the shift map M2 for city areas is set to economy mode, and the shift map M3 for mountain areas is set to power mode. The high-speed shift map M4 is set to speed up the downshift when the accelerator is depressed.

Any one of these shift maps M1 to M4 is selected and input to the gear stage determining section 57. On the other hand, the signals of the vehicle speed V and the throttle opening θ are also manually inputted to the gear position determination unit 57, and each gear position is determined based on the relationship between the vehicle speed V and the throttle opening degree θ with reference to the shift map. A speed change signal is transmitted via the drive section 58 to the first. It is configured to output to a second shift solenoid 27,28.

Next, when the vehicle is running, a general shift map M2 for urban areas is initially selected, and a shift signal based on this is set to the first shift map M2. It is output to the second shift solenoid 27, 28 to control the automatic transmission 30 to change its speed. At this time, sampling time Ts
is set, the vehicle speed opening calculation unit 51. A vehicle speed change frequency calculation unit 52 creates a vehicle speed and opening degree map of vehicle speed change, and thereby calculates the vehicle speed Vp with the highest opening degree and the vehicle speed change ΔVp. Then, each driving state is determined based on these vehicle speed Vp, vehicle speed change Δvp, and inclination angle α, and based on this, an appropriate shift map is selected again by shift map selection section 55. Therefore, for example, when driving in mountainous areas, the shift map is switched to M, which is suitable for the driving, and the gear shift is controlled thereby to enter the power mode, and the power performance, engine braking effect, etc. are improved. In addition, in other driving conditions, each shift map is used to control the gear shift separately, providing optimal performance for each driving condition.

Referring to FIG. 5, another embodiment of the present invention will be described.

FIG. 5(a) has an acceleration sensor 60a, and the acceleration G of the acceleration sensor 60a is calculated by an acceleration frequency calculating section 61a.

The acceleration frequency Gp is input to the acceleration change frequency calculation unit 62a.
, calculate the acceleration change frequency Δcp. In this case, there is an advantage that changes in each running state can be quickly determined.

FIG. 5(1)) shows the signals of the throttle opening sensor 42 from the opening calculation section 11i1b and the opening change opening calculation section 62b.
, and calculate the throttle opening frequency θp and the throttle opening change frequency Δθp. In this case, the driver's intention in each driving state can be ascertained, and the shift map selection can be made more aggressive.

In FIG. 5(C), the signal of the engine rotation speed sensor 60c is manually inputted to the rotation speed opening degree calculation section 61c1 and the rotation speed change degree calculation section 62c to calculate the engine rotation speed frequency Np and the engine rotation speed change frequency ΔNp. If this engine speed N is used, it will be necessary to take measures such as limiting the gears when determining the driving state, but why not also take the engine state into consideration? 11
Ru.

Although the embodiments of the present invention have been described above, the driving state may be determined by combining the vehicle speed V, acceleration G, throttle opening θ, engine speed N, and those that change frequently. Further, each driving state and its shift map are not limited to the embodiments.

〔Effect of the invention〕

As described above, according to the present invention, when selecting a shift map for each driving state in shift control of an automatic transmission, the vehicle speed and each time the vehicle speed changes are calculated, and this and the inclination angle are used. Since the driving condition is determined, the accuracy of the determination can be increased by taking into account not only the vehicle speed but also acceleration/deceleration, climbing/descending.

Furthermore, by improving the accuracy of determining the driving state, it becomes possible to optimize the shift control using various shift maps.

In addition to vehicle speed, it also measures acceleration and throttle opening.

By using each parameter of the engine rotation speed, the speed and optimization of the determination of the driving state can be improved.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing an embodiment of a shift control device for an automatic transmission according to the present invention, FIG. 2 is a block diagram showing an example of an automatic transmission, and FIG. 3(a)
, (b) is a diagram showing the frequency map of speed and speed change, Figure 4 is a flowchart diagram showing the action of speed change control, and Figures 5 (a), (b), and (c) are diagrams showing other embodiments. FIG. 2 is a block diagram of main parts. 30... automatic transmission, 50... control unit, 41... vehicle speed sensor, 43... inclination sensor, 51... vehicle speed frequency calculation unit, 52... vehicle speed change opening calculation unit, 54... traveling Status determination section, 55...Shift map selection section, 57.
... Gear stage determination section Fig. 3 (0) 2-bar [level (b)]

Claims (2)

[Claims] (1) In a control system that determines the driving condition of a vehicle, selects a shift map, and performs gear change control using the selected shift map, vehicle speed or engine parameters and their changes are used as elements for determining the driving condition of the vehicle. A shift control device for an automatic transmission, characterized in that the most frequent sampling time is calculated, and the running state is determined based on the vehicle speed or engine parameters and their changes, and the inclination angle of the vehicle. (2) Claim (1) characterized in that the parameter for determining the driving state is one or a combination of vehicle speed, acceleration, throttle opening, and engine speed.
) A gear change control device for an automatic transmission.