JPH11344108A - Control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for an automatic transmission which can enhance accelerating performance, irrespective of kick-down operation. SOLUTION: A control device for an automatic transmission, for controlling speed stages on the basis of a speed shift chart, comprises an initial condition detecting means (step 1) for detecting whether a kick-down switch is turned on or off, a first speed change control means (step 1 and subroutine B1) for setting an initial setting speed change pattern when the kick-down switch is turned off, a kick-down detecting means (subroutine B2) for detecting whether an accelerator pedal is kicked down or not, and a second speed change control means (subroutine B2) for changing the speed change pattern into a kick-down speed change pattern having a control content by which a speed stage lower than that set by the initial setting speed change pattern tends to be set when the kick-down operation is detected in such a condition that the initial setting speed change pattern is set.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission capable of controlling a speed ratio of the automatic transmission based on a predetermined shift pattern.

[0002]

2. Description of the Related Art In a vehicle equipped with an automatic transmission, when a forward travel range is selected by a shift device, a shift pattern (shift diagram) in which a traveling state of the vehicle, for example, a vehicle speed, a throttle opening, or the like is used as a parameter. , The speed (speed ratio) of the automatic transmission is controlled. Therefore, in such a vehicle, as long as the traveling state of the vehicle does not become the state defined in the shift diagram,
Upshift or downshift of the automatic transmission is not performed.

[0003] However, when the own vehicle passes another vehicle traveling ahead, it is necessary to improve the acceleration performance by downshifting the automatic transmission. In such a case, a kick-down operation is performed to downshift the automatic transmission according to the driver's intention. The kick down operation means that the running state is changed to a state to be downshifted by forcibly depressing the accelerator pedal by depressing an accelerator pedal to a predetermined opening degree or more within a predetermined short time.

On the other hand, in recent years, in order to cope with various acceleration requests by a driver, an automatic transmission using a different shift pattern is performed depending on whether a kick-down operation is not performed or a kick-down operation is performed. A control device for a transmission has been proposed. An example of such a control device for an automatic transmission is described in JP-A-58-74938 and JP-A-63-67449.

In the control devices for automatic transmissions described in these publications, the shift pattern when the kick-down operation is performed is larger than the shift pattern when the kick-down operation is not performed. It has control contents that make it easy to set the gear ratio.

[0006]

However, the above-mentioned publication describes what kind of shift pattern is used to control the gear ratio of the automatic transmission in the initial state when the vehicle starts running. Absent. For this reason, when the driver does not recognize the presence of the kick down switch, it is not possible to perform control such that the speed ratio of the automatic transmission is controlled based on the driver's intention to enhance the acceleration performance, There was still room for improvement.

The present invention has been made in view of the above circumstances, and has an automatic transmission capable of improving the acceleration performance as much as possible even if the driver does not recognize the presence of the kick down switch. The purpose is to provide a control device for the machine.

[0008]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention relates to a control device for an automatic transmission capable of controlling a speed ratio based on a preset speed change pattern. Initial state detecting means for detecting whether or not the state of the vehicle is in a predetermined initial state; and setting an initial state shift pattern as the shift pattern when the initial state is detected by the initial state detecting means. First shift control means for performing kick-down operation, kick-down detection means for detecting whether or not a kick-down operation of an accelerator pedal is performed, and the kick-down operation being detected in a state in which the initial state shift pattern is set. In this case, the speed change pattern is set to a kick down having a control content in which a speed ratio smaller than the speed change pattern for the initial state is easily set. Characterized in that it includes a second shift control means for changing the shift pattern.

In the initial state according to the present invention, the driving force source is started and the vehicle can run, the driver is specified or identified, the driver is seated, and the shift of the automatic transmission is performed. This includes a state where the range is set to the non-traveling range and the vehicle is stopped.

According to the present invention, when the state of the vehicle is in the initial state, the speed ratio of the automatic transmission is controlled based on the control contents of the initial state shift pattern, and the initial state shift pattern is set. If the kick-down operation is detected in the state where the kick-down operation is performed, the initial state shift pattern is changed to the kick-down shift pattern. Here, the kick-down shift pattern has a control content in which a gear ratio smaller than the initial-state shift pattern is easily set. In other words, the initial-state shift pattern is larger than the kick-down shift pattern. The gear ratio is easily set.

[0011]

Next, the present invention will be described more specifically with reference to the drawings. FIG. 2 is a block diagram showing an overall control system of a vehicle to which the present invention is applied. An automatic transmission 2 is connected to an output side of an engine 1 as a driving force source. The engine 1 is configured to electrically control its output, and an electronic throttle valve 5 driven by a servomotor 4 is provided in an intake pipe 3 of the engine 1. The engine 1 includes a fuel injection control device 6 having an injector 6A for controlling a fuel injection amount of the combustion chamber 1A, a spark plug 7A, a distributor 7B, and an ignition coil 7C.
And an ignition timing control device 7 having

On the other hand, it is detected by a kick down switch (K / D.SW) 9 whether or not the depressed state of the accelerator pedal 8 has exceeded a predetermined opening within a predetermined short time. Electronic control unit (EE
CU) 10. The engine electronic control device 10 includes a central processing unit (CPU) 11, a storage device (RAM, ROM) 12, an input interface 1
3. A microcomputer mainly composed of the output interface 14.

The engine electronic control unit 10 includes an engine (E / G) rotation speed N as data for control.
e, a signal from an engine speed sensor 15, which detects an intake air amount Q, a signal from an intake air temperature sensor 17, which detects intake air temperature, and an opening degree of the electronic throttle valve 5. The signal of the throttle sensor 18 is input.

Further, the engine electronic control unit 10 includes:
A signal of an output rotation speed sensor 19 for detecting the rotation speed of the output shaft of the automatic transmission 2, a signal of an engine water temperature sensor 20 for detecting the engine water temperature, a signal from a brake switch 22 for detecting the amount of depression of a brake pedal 21, and the like. Has been entered. The vehicle speed is calculated based on the signal of the output speed sensor 19.

The running state of the vehicle is determined by the engine electronic control unit 10 by performing arithmetic processing on data detected by various sensors and switches, and the opening degree of the electronic throttle valve 5 is determined based on the determination result. At least one of the fuel injection amount of the fuel injection control device 6 and the ignition timing of the ignition timing control device 7 is controlled.

As the automatic transmission 2 described above, for example, a stepped automatic transmission capable of setting the speed steps (speed ratio) of five forward steps and one reverse step stepwise is used. Can be. The automatic transmission 2 has a known structure including a torque converter 23, an input shaft 24, a gear transmission mechanism 25, a friction engagement device (such as a clutch or a brake) 26, and an output shaft 27. The automatic transmission 2 also includes a lock-up clutch 28 that mechanically connects the torque converter 23 and the input shaft 24.

A shift lever 29 is connected to the automatic transmission 2, and a manual operation of the shift lever 29 allows a P (parking) range, an R (reverse) range,
N (neutral) range, D (drive) range, 3
Ranges, two ranges, and L (low) ranges can be set.

The hydraulic control device 30 shown in FIG. 2 controls the setting or change of the gear position in the automatic transmission 2, the engagement / disengagement and slip control of the lock-up clutch 28, and the hydraulic circuit of the hydraulic control device 30. Line pressure control,
Control of the engagement pressure of the friction engagement device 26 and the like are performed.
The hydraulic control device 30 is electrically controlled, and includes first to third shift solenoid valves S1 to S3 for executing a shift of the automatic transmission 2 and a second shift solenoid valve for controlling an engine braking state. And a four solenoid valve S4.

Further, the hydraulic control device 30 has a linear solenoid valve SLT for controlling the line pressure of the hydraulic circuit.
And a linear solenoid valve SLN for controlling the back pressure of the accumulator during a shift transition of the automatic transmission 2.
And a linear solenoid valve SLU for controlling the engagement pressure of the lock-up clutch 28 and a predetermined friction engagement device.

Further, an electronic control unit (T-ECU) 31 for an automatic transmission is connected to the hydraulic control unit 30. The electronic control unit 31 for the automatic transmission includes a central processing unit (CPU) 32 , Storage device (RAM, ROM) 3
3, a microcomputer mainly including an input interface 34 and an output interface 35.

The electronic control unit 31 for the automatic transmission includes:
Data for controlling the automatic transmission 2 include a signal from the throttle sensor 18, a signal from the output speed sensor 19, a signal from the engine coolant temperature sensor 20, a signal from the brake switch 22, a signal from the shift position sensor 36, and a signal from the pattern select switch 37. A signal is input. When the driver manually operates the pattern select switch 37, a driving pattern (driving mode) such as a normal pattern, a sports pattern, an economy pattern, and the like can be selected.

The electronic control unit 31 for the automatic transmission includes a signal of the overdrive switch 38, the automatic transmission 2
Speed sensor 39 for detecting the speed of the input shaft 24
, A signal of an oil temperature sensor 40 for detecting the operating oil temperature of the automatic transmission 2, and a signal of an initial state detection mechanism 41 for detecting whether or not the state of the vehicle is in a predetermined initial state. I have.

Here, in the initial state of the vehicle, the engine 1
Is started and the vehicle can run, the driver is specified or identified, the driver is seated, the shift range of the automatic transmission 2 is set to the non-travel range, and the vehicle stops. And the like.

The initial state detecting mechanism 41 includes the kick down switch 9, an ignition switch for controlling start / stop of the engine 1, a seat position switch for detecting a driver's seat position,
A visual system in which a personal identification number is input by an operation of a driver, an information recording medium is set, a seat belt switch for detecting a seat belt wearing state of a driver seat, a neutral start switch, Various switches and sensors such as the output rotation speed sensor 19 are exemplified.

That is, when the kick down switch 9 is in the off state or when the ignition switch is switched from the off state to the on state, the engine 1
Can be determined to be in a state in which the vehicle is ready to run. When the seat position of the driver's seat is set, when the driver's personal identification number (ID number) is input by the visual system, or when the driver's seat belt is worn, the driver is identified. Alternatively, it can be identified.

Further, when the shift lever 29 is set to the parking range or the neutral range and the vehicle speed becomes "zero", it is possible to determine the stop state of the vehicle and the number of times of travel. Initial state detection mechanism 41
It is determined whether or not the vehicle is in a predetermined state based on at least one detection signal of a switch or a sensor included in.

The electronic control unit 31 for the automatic transmission and the electronic control unit 10 for the engine are connected so as to be able to communicate data with each other, and the electronic control unit 10 for the engine transmits the electronic control unit 31 for the automatic transmission. Is the signal of the kick down switch 9 and the amount of intake air per revolution (Q / Ne)
Are transmitted from the electronic control unit 31 for the automatic transmission to the electronic control unit 10 for the engine, a signal equivalent to an instruction signal for each solenoid valve, a signal indicating a gear position, and the like are transmitted. I have.

The automatic transmission electronic control unit 31 stores a shift diagram (shift pattern) for controlling the shift of the automatic transmission 2. In this shift diagram, shift points for shifting (upshifting or downshifting) from a predetermined shift speed to another shift speed are set using the running state of the vehicle, for example, the accelerator opening and the vehicle speed as parameters. I have.

The shift of the automatic transmission 2 is determined on the basis of the shift diagram. If the shift is determined, a control signal is input from the automatic transmission electronic control device 31 to the solenoid valve. Thus, engagement and release of a predetermined friction engagement device are performed.

As described above, in this embodiment, the control of the lock-up clutch 28 and the shift control of the automatic transmission 2 are performed by the electronic control unit 31 for the automatic transmission, so-called ECT (Electronic Controlled Transmission). Make up the system. In this embodiment, the kick down switch 9
, The operation state of the pattern select switch 37, the change rate of the throttle opening, and the like, it is possible to change the shift diagram used for controlling the automatic transmission 2.

First, the case where the shift diagram is changed based on the state of the kick down switch 9 will be described. FIG.
Is a shift diagram showing shift lines when downshifting from fifth speed to fourth speed, when shifting down from fourth speed to third speed, and when shifting down from third speed to second speed. It is. If the vehicle is in the initial state,
Shift line for initial setting (downshift line) indicated by a solid line in FIG.
Is set.

If the kick-down switch 9 is detected to be ON while the initial setting shift diagram is set, the kick-down shift diagram (shown by a broken line) from the initial setting shift diagram (FIG. 3). Downshift line). The kick-down downshift line is set on the low vehicle speed side and on the high throttle opening side, compared with the downshift line for initial setting. Therefore, when the kick down switch 9 is in the off state, the lower gear position is more likely to be set than in the on state of the kick down switch 9, and the acceleration performance of the vehicle is improved.

Next, a case where the shift diagram is changed by operating the pattern select switch 37 will be described. The shift lines (upshift and downshift) of the shift diagram (not shown) corresponding to the sports pattern are set higher than the shift lines of the shift diagram of the normal pattern (not shown). Therefore, when the sport pattern is selected, the shift speed on the lower gear side is more easily set than when the normal pattern is selected, and the acceleration performance is improved. The shift lines (upshift and downshift) of the shift diagram (not shown) corresponding to the economy pattern are set on a lower vehicle speed side than the shift lines of the shift diagram of the normal pattern. Therefore, when the economy pattern is selected, the shift speed on the high gear side is more easily set than when the normal pattern is selected,
Fuel efficiency is improved.

Further, the driving direction of the driver is determined by a neural network based on conditions such as the rate of change of the throttle opening, the acceleration calculated from the vehicle speed, the gear position, and the frequency of use of the brake. It is possible to change the shift diagram of the machine 2. The change mode in this case is the same as the content changed by the pattern select switch 37.

When the shift diagram is changed by these controls, a plurality of types of shift diagrams are prepared in advance, and when each shift diagram is read, a shift diagram as a reference is calculated. And the case where the correction is made by the following.

FIG. 1 is a flowchart showing a specific control routine of the control device for an automatic transmission having the above-mentioned hardware configuration. The flowchart in FIG. 1 is a control routine that is performed while the ignition switch is turned on and the electronic control unit for the engine 10 and the electronic control unit 31 for the automatic transmission are activated. In the control routine shown in FIG. 1A, an initial (initial setting) routine A surrounded by a broken line is followed by a main (main) routine B surrounded by a broken line.

First, in the initial routine A,
Based on the detection signal of the initial state detection sensor 41, it is detected that the vehicle is in the initial state, and the shift diagram for the initial state is subjected to initial processing (step 1). This step 1
In FIG. 3, the solid downshift line shown in FIG. 3 is initialized. For this reason, when the throttle opening and the output rotation speed of the automatic transmission 2 change from the position C1 to the position D1 by depressing the accelerator pedal 8, the speed of the automatic transmission 2 is changed from the fourth speed to the second speed. Downshift to

In the main routine B, a main process for processing various signals input to the electronic control unit 10 for the engine and the electronic control unit 31 for the automatic transmission is performed, and the engagement of the lock-up clutch 28 is performed. The line pressure of the hydraulic control device 30 is controlled (step 2). Hereinafter, while the engine electronic control unit 10 and the automatic transmission electronic control unit 31 are running, the process of step 2 is repeated.

By the way, while the main processing is being performed, the ECT is performed every predetermined time, for example, every 16 milliseconds.
Interrupt processing of a first subroutine B1 based on the system is performed. As shown in FIG. 1B, in a first subroutine B1, a shift determination process based on a shift diagram set by the initial process is performed (step 10), and then a determination is made in step 10. Other processing, such as a permission condition and a prohibition condition for a shift determination, is performed (step 11), and a first subroutine B1 is performed.
To end.

While the main process of step 2 is being performed, a second subroutine B2 for interrupting the input signal of the kick down switch 9 is also performed (step 6). As shown in FIG. 1C, in the second subroutine B2, when it is detected that the kick-down switch 9 is turned on, a shift diagram applied to the shift control of the automatic transmission 2 includes: It is determined whether or not a shift diagram corresponding to the on state of the kick down switch 9 has been set (step 20). If an affirmative determination is made in step 20, the second subroutine B2 ends. If a negative determination is made in step 20, the currently set shift diagram is changed to a shift diagram corresponding to the on-state of the kick down switch 9 (step 21), and the second subroutine B2 ends.

When the control in step 21 is performed, as shown in FIG. 3, for example, even when the output speed and the throttle opening of the automatic transmission 2 change from the position C1 to the position D1, the automatic transmission 2 The shift stage is downshifted from the fourth speed to the third speed, but not down to the second speed.
That is, the fact that the kick-down switch 9 is turned on means that the driver is aware of the presence of the kick-down switch 9, and if the driver intends to perform a further downshift, the driver operates the accelerator pedal 8. This is because this requirement can be achieved by further increasing the amount of depression.

Here, the correspondence between the functional means shown in the flowchart of FIG. 1 and the configuration of the present invention will be described. That is, Step 1 corresponds to the initial state detecting means of the present invention, and Step 1 and the first subroutine B
1 corresponds to the first shift control means of the present invention, and the second subroutine B2 corresponds to the kick down detecting means and the second shift control means of the present invention.

As described above, in the control example of FIG. 3, when the vehicle is in the initial state, the gear position of the automatic transmission 2, that is, the gear ratio, is controlled based on the initial state shift pattern. You. Then, when the kick down switch 9 is turned on while the initial setting shift pattern is set, the initial state shift pattern is changed to the kick down shift pattern.

Therefore, when the state of the vehicle is in the initial state, the driver does not recognize the presence of the kick-down switch 9, or even if the driver recognizes the presence of the kick-down switch 9, the driver operates the accelerator pedal 8. Even if the depression amount is equal to or less than the predetermined value, the shift speed on the low gear side is easily set, and the acceleration performance of the vehicle can be improved. In other words, the same acceleration performance as a vehicle without the kick down switch can be obtained.

As a method of setting or changing the shift diagram, each time the vehicle travels once, the initial state of the vehicle is detected and a shift pattern is set. A method of automatically setting the kick-down shift pattern when the vehicle travels for the second or subsequent time after the shift pattern is changed to the kick-down shift pattern is exemplified. That is, in the former method,
Each time the vehicle travels a predetermined distance after the ignition switch is turned on and then the operation of turning off the ignition switch and stopping the vehicle is repeated, the electronic control unit 10 for the engine and the electronic control unit 30 for the automatic transmission are repeated.
Are reset, and the shift diagram is changed based on a control routine as shown in FIG. Alternatively, each time a driver is identified by inputting a personal identification number or the like, a shift diagram is changed.

In the latter method, when the kick down switch 9 is turned on by the first running and the shift diagram is changed to the shift diagram corresponding to the broken line in FIG. 3, this shift diagram is stored. The automatic transmission 2 is controlled based on the shift diagram corresponding to the on state of the kick down switch 9 from the next run.

The present invention is applicable to a continuously variable transmission (CVT) capable of continuously changing the gear ratio, in addition to a stepped automatic transmission using a gear transmission mechanism. is there. Examples of such a continuously variable transmission include a belt-type continuously variable transmission having a plurality of pulleys and belts (chains), and a toroidal-type continuously variable transmission having a plurality of disks and a plurality of power rollers. Is done.

[0048]

As described above, according to the present invention, when the state of the vehicle is in the initial state, the gear ratio of the automatic transmission is controlled based on the control contents of the shift pattern for the initial state. If a kickdown operation is detected in a state where the state shift pattern is set, the initial state shift pattern is changed to a kickdown shift pattern. Here, the kick-down speed change pattern has control contents in which a speed ratio smaller than the initial state speed change pattern is easily set. In other words, the gear ratio for the initial state is more likely to have a larger gear ratio than the gear ratio for the kickdown. Therefore, when the vehicle is in the initial state, even if the driver does not perform a kick-down operation, the lower gear can be easily set, and the acceleration performance of the vehicle can be improved.

[Brief description of the drawings]

FIG. 1 is a flowchart for explaining control executed by a control device for an automatic transmission according to the present invention.

FIG. 2 is a block diagram showing an overall control system of an engine and an automatic transmission to which the present invention is applied.

FIG. 3 is a shift diagram applied to the control example of FIG. 1;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Automatic transmission, 8 ... Accelerator pedal, 9 ... Kickdown switch, 10 ... Engine electronic control unit, 30 ... Automatic transmission electronic control unit.

Claims (1)

[Claims] An automatic transmission control device capable of controlling a gear ratio based on a preset shift pattern detects whether the vehicle is in a predetermined initial state. Initial state detecting means, first shift control means for setting an initial state shift pattern as the shift pattern when the initial state is detected by the initial state detecting means, and kickdown operation of an accelerator pedal are performed. Kick-down detecting means for detecting whether or not the kick-down operation is detected in a state where the initial-state shift pattern is set, wherein the shift pattern is smaller than the initial-state shift pattern. A second speed change control means for changing to a kick down speed change pattern having a control content in which a speed ratio is easily set. Control apparatus for an automatic transmission according to.