JPS62165052A - Device for controlling automatic speed change - Google Patents

Abstract

PURPOSE:To prevent frequent speed changes by providing a hill climbing vehicle speed detecting means, a shift change counting means, and a means of forbidding shifting up to a prescribed gear when the number of shifting times of change gear ratio exceeded to preset number of times. CONSTITUTION:A hill climbing vehicle speed detecting means M3 and a shift change counting means M4 which counts the number of shifting times of change gear ratio carried out between a prescribed gear and the following stage gear of a speed change gear M1, are provided in an automatic speed change controlling device M2. And, further, a prescribed gear forbidding means 5 forbids the shifting up to a prescribed gear when the number of shifting times of the change gear ratio exceeded the preset number of times while the detecting means M3 detected that a vehicle is traveling on an ascent at a defined speed. Thereby, the repetition of shift changes between a prescribed gear and the following stage gear can be prevented, preventing various inconveniences resulting from frequent speed changes due to insufficient torque.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automatic transmission control device, and more specifically, to an automatic transmission control device that appropriately controls the switching of a transmission ratio when a vehicle is traveling uphill. The present invention relates to a speed change control device.

[Prior Art] In recent years, automatic transmission control devices that automatically switch gear ratios have become widespread in response to demands for vehicle drivability.
Various inventions and proposals related to this have been made (for example, "Automatic transmission control device" of JP-A-58-17246).
. In a vehicle equipped with such an automatic shift control device, shift changes are automatically performed according to a predetermined shift pattern based on the speed of the vehicle and its engine load.

[Problems to be solved by the invention] However, conventionally, when a vehicle is traveling uphill (hereinafter referred to as
1) When the relationship between vehicle speed and throttle opening is near the shift position switching point, for example, near the shift position switching point between third gear and overdrive, Regardless of the driver's intention, the shift position may frequently switch between third gear and overdrive. In the predetermined gear, there is little surplus torque and the vehicle speed is about to drop, and the driver depresses the accelerator and increases the throttle opening to downshift.
In the next gear after the predetermined gear, where the gear ratio becomes smaller (hereinafter simply referred to as the next gear), the vehicle speed increases, so the accelerator is released, the throttle opening is reduced, and the gear is upshifted, and this process is repeated frequently. There have been problems such as problems such as shift shock caused by changing the shift position, which impairs ride comfort. Therefore, in order to prevent these problems, that is, problems caused by frequent shifting due to insufficient torque when the vehicle is climbing a slope, the total gear ratio of the transmission is increased, or the vehicle speed and speed for upshifting are increased. Proposals and countermeasures have been made, such as narrowing the throttle opening range and widening the hysteresis between upshifts and downshifts.

However, these proposals and countermeasures, such as increasing the total gear ratio of the transmission or widening the hysteresis during shift changes, worsen the fuel efficiency of the vehicle during normal driving, and are not effective in reducing energy and fuel efficiency. It may not be a realistic solution from a countermeasure standpoint, and further improvements were desired.

[Means for solving the problems] The automatic transmission control device of the present invention has been developed in view of the above points, and is configured as follows.

That is, as illustrated in FIG. 1, the automatic transmission control device of the present invention controls the transmission (Ml
), the automatic transmission control device (M2) switches the speed ratio of the transmission device (M1), which comprises: an uphill vehicle speed detection means (M3) for detecting that the vehicle is traveling uphill at a constant speed; and a predetermined gear of the transmission (Ml). The shift change counting means (M4) counts the number of times the gear ratio is changed between the predetermined gear and the next gear with a smaller gear ratio, and the hill-climbing vehicle speed detecting means (M3) is used to ensure that the vehicle is When it is detected that the vehicle is traveling uphill at a constant speed, and the counted number of times the gear ratio is changed exceeds a preset number within a predetermined period of time, the transmission device (M
1) a predetermined gear prohibiting means (M5) for prohibiting upshifting to the predetermined gear;

Here, the hill-climbing vehicle speed detection means (M3) detects that the vehicle is climbing a slope and traveling at a constant speed. The fact that the vehicle is climbing a slope can be detected by a conventionally used servo acceleration sensor as a gradiometer.

The shift change counting means (M4) is means for counting the number of shift changes between the next gear and a predetermined gear, and may also count the number of upshifts from the next gear to the predetermined gear. Alternatively, the number of downshifts from a predetermined gear to the next gear may be counted. This shift change counting means (M4) may be constructed integrally with a discrete circuit, a logical operation circuit, or an electronic control device such as an electronic fuel injection control device conventionally mounted on a vehicle.

The predetermined gear prohibition means (M5) is a predetermined number of shift changes between the next gear and the predetermined gear counted by the shift change count means within a predetermined time while the vehicle is climbing a slope at a constant speed. When a predetermined number of times has been exceeded, the transmission device M1 is prohibited from shifting up from the next gear to a predetermined gear. The device may be configured such that it does not receive a shift up signal to a predetermined gear. Note that the predetermined gear prohibition state by the predetermined gear prohibition means (M5) is canceled when the vehicle is no longer climbing a slope, or when the vehicle is climbing a slope but the vehicle speed is no longer constant. The automatic transmission control device returns to the operating state. In addition, shift change counting means (
The count value according to M4) is returned to the initial state when the vehicle is no longer climbing a slope, or when the vehicle is climbing a slope but the vehicle speed is constant.

The time used to determine whether the number of shift changes counted by the shift change count means (M4) in the predetermined gear prohibition means (M5) reaches a predetermined number within a predetermined time is as follows: It may be measured by providing a timer, or it may be realized by creating a software program.

[Function] The automatic transmission control device of the present invention having the above configuration functions as follows. That is, when the uphill vehicle speed detecting means (M3) detects that the vehicle is climbing at a constant speed, the shift change counting means (M4) calculates the difference between the next gear and the predetermined gear within the predetermined time counted by the shift change counting means (M4). When the number of shift changes during
M5) prohibits upshifting from the next gear to a predetermined gear. Therefore, the automatic transmission control device of the present invention works to prevent repeated shift changes between a predetermined gear and the next gear, for example, overdrive and third gear, while the vehicle is climbing a slope. In addition, if the vehicle disappears while climbing a slope,
Alternatively, even if the vehicle is climbing a slope, if the vehicle speed is no longer constant, the automatic transmission control device returns to the normal driving state.

[Example] An embodiment of the present invention will be described below with reference to the drawings.

FIG. 2 is a schematic configuration diagram showing the configuration of an automatic transmission control device according to an embodiment of the present invention, and also showing the vicinity of the engine and the transmission. In the figure, 1 represents an engine, and an intake passage 2 of the engine 1 includes a throttle valve 3 that is driven according to the amount of depression of an accelerator pedal (not shown) and adjusts the amount of air intake into the engine 1; A throttle sensor 4 is provided to detect the throttle opening of the valve 3.

On the other hand, the output side of the engine 1 is equipped with an automatic transmission 1fi10, and the output torque of the engine 1 is converted via the automatic transmission 10 and transmitted to drive wheels (not shown). The automatic transmission 1110 includes shift solenoids 18 and 19 for speed change control, and a shift position switch 20 that detects the operation of a manual lever (not shown) of the automatic transmission 10. and a vehicle speed sensor 21 that detects the rotational speed of an output shaft (not shown) of the automatic transmission 10. The vehicle speed sensor 21 is configured to generate one pulse signal per output shaft rotation by a rotor sensor magnet attached to the output shaft, and detects a speed proportional to the vehicle running speed. A servo acceleration sensor 22 is also attached to the vehicle as a gradiometer that detects that the vehicle is traveling uphill, that is, is climbing a slope. Frequent shifting The above-mentioned throttle sensor 4, shift position switch 20, etc. are connected to an electronic control unit (hereinafter simply referred to as ECU), and ECU 3O controls the above-mentioned automatic transmission based on input signals from each sensor. 10 shift solenoids 18,19. Next, E
The internal structure of CU3O and its function will be explained.

As shown in FIG. 3, the ECU3O is a well-known CPU31.
．． ROM32. The RAM 33 is the main component, and the throttle sensor 4. The output signals from the shift position switch 20 and the servo acceleration sensor 22 are passed through buffers 34, 36 and 37, respectively, and the output signal from the vehicle speed sensor 21 is subjected to F/V conversion in a conversion circuit 37 and then A/D conversion. and is input to the input port 39.

Output signals from each of these sensors are selectively read by the CPU 31.

Further, the ECU 3O has drive circuits 40 and 41 that drive the shift solenoids 18 and 19, and outputs control signals from the CPU 31 through the output port 42 to drive the drive circuits 40 and 40.
．． 41. Note that each of the above elements is connected by a common bus 43 that serves as a path for various data.

For example, the vehicle speed V is stored in the ROM 32 of the ECtJ30.
An automatic shift diagram as shown in FIG. 4 is stored as a shift change pattern set based on the correlation between data and throttle opening SP data. In the figure, solid line G,
l-1, I are the boundary lines of shift position switching from 1st speed to 2nd speed, 2nd speed to 3rd speed, and 3rd speed to overdrive, respectively; chain lines g, h, and i are respectively It represents the boundary line between shift positions from second speed to second speed, from third speed to second speed, and from overdrive to third speed. Switching of these shift positions is performed in selected ranges (D, S) as shown in Table 1.

This is done by turning on and off the shift solenoids 18 and 19 every time L).

The CPLJ31 in Table 1 detects the current gear position from the detection signal from the shift position switch 20, and
Based on the throttle opening signal SP and the speed signal ■ from the vehicle speed sensor 21, a comparison calculation is performed based on the automatic shift diagram shown in FIG. 4 above, and the shift position is determined. An output signal is outputted to the shift solenoids 18 and 19 in accordance with Table 1 to switch to the shift position selected based on the table.

The operation of the automatic transmission control device of this embodiment having the above configuration will be explained according to the flowchart shown in FIG.

The flowchart in FIG. 5 shows the processing executed by the CPtJ31, and describes only the processing related to preventing frequent gear changes in this embodiment.

First, the frequent shift prevention routine of this process is performed in step 1.
At 00, the CPU 31 determines whether it has been determined that an upshift signal for selecting overdrive should be output based on the throttle opening signal SP and the speed signal V. When it is determined that the CPtJ31 should output the overdrive selection signal, the determination is rYEsJ and the process proceeds to the next step 110; otherwise, the determination is "N".
"O", the processing is handled as rRETtJRNJ, and this routine ends.

In subsequent steps 110 to '120, it is determined whether the vehicle is climbing a slope and traveling within a constant vehicle speed.

In step 110, it is determined whether the vehicle is climbing a slope based on the output signal of the servo acceleration sensor 22 as a gradiometer. If the vehicle is climbing a slope, the determination is rYEsJ and the process proceeds to step 120; if the vehicle is not climbing a slope, the determination is rNOJ and the process proceeds to steps 130 to 140.

If it is determined in step 110 that the vehicle is climbing, then in step 120 it is determined whether the speed signal V from the vehicle speed sensor 21 is at a constant speed within a predetermined vehicle speed range. That is, as shown in the automatic shift diagram in Fig. 4, the upshift boundary line from third gear to overdrive and the downshift boundary line from overdrive to third gear: Signal V is approximately 1105
(k/h) to approximately 130 (km/h). Therefore, within this vehicle speed range, when the throttle opening degree SP reaches approximately 85 (%), a slight change in the amount of accelerator depression will cause an upshift from 3rd gear to overdrive and from overdrive to 3rd gear. Downshifting to speed 1~ will be repeated. As a result, in this embodiment, the value of the speed signal V changes from 1105 (k/h) to 1
It is determined whether the speed is constant within the range of 30 km/h. For example, if the constant vehicle speed VD desired by the driver is 110 (km/h), the vehicle speed will fluctuate somewhat, so the allowable range ±α is set to ±3 (km/h).
h), it is determined whether the vehicle speed ■ is within a constant vehicle speed range of VD±α, that is, 1107 (k/h)≦V≦113 (km/h). If the value of the speed signal V satisfies 107≦V≦113, the judgment is rYEsj
The process then proceeds to step 150 and subsequent steps. On the other hand, when it is determined in step 110 that the hill is not climbing, or
When it is determined in step 120 that the vehicle speed V does not satisfy 107≦V≦113, it is determined that there is no need to prohibit upshifting, and the process proceeds to steps 130 to 1.
The process proceeds to step 40, where the following processing is executed and the present routine ends.

That is, when the vehicle is not climbing a slope, or when the vehicle speed is not constant within a predetermined vehicle speed range, overdrive may be selected according to the decision of the CPU 31. First, overdrive is selected in this process. Clear the variable n representing the number of upshifts to zero (step 130);
After clearing the variable n to zero, shift solenoid 18 is activated to select overdrive according to the CPU 3'l decision.
After outputting a control signal to and 19 (step 140), the process proceeds to rRETURNJ, and this control routine is temporarily terminated.

On the other hand, when the judgments in steps 110 to 120 are both rYEsj, the vehicle is climbing a slope and the vehicle speed V is within the predetermined vehicle speed range of 105 (km/h) or more and 130 (km/h> or less). Since the vehicle speed is constant and the situation is such that frequent gear changes are likely to occur, step 150
The subsequent processing is executed.

In step 150, it is determined whether a variable n representing the number of upshifts to overdrive is zero. This is a process of determining whether or not to output an upshift signal to overdrive for the first time when the vehicle is climbing a slope and the vehicle speed V is constant. When the variable n is zero, the judgment is rYESJ and the process is at step 16.
0, a timer built into the CPU 31 is activated, and measurement of time T is started. On the other hand, when the variable n is not zero, the determination in step 150 is rNOJ, and further determinations in steps 170 to 180 are made.

The judgments in steps 170 to 180 are based on whether the number of upshifts to overdrive is set to a predetermined time To.
This is a process of determining whether or not the predetermined number of times within the same period of time is equal to no. This is to determine that frequent gear changes are occurring if the number of upshifts n reaches a predetermined number no within a predetermined time To. Time TO is 3 [minutes], specified number of times is 5
It is set to [times]. First, in step 170, the number of upshifts to overdrive is set to a predetermined number of times no=
It is determined whether or not the number has reached 5.

If the number of upshifts n matches the predetermined number of times no (=5), the determination is rYEsJ, and the process proceeds to step 18.
0, and it is determined whether the measurement time T whose measurement was started in step 160 is within a predetermined time TO=3[91. If the measured time T is within the predetermined time TO (=3 [minutes]), it is assumed that frequent gear changes are occurring, and an upshift signal to overdrive is output to prohibit upshifting to overdrive. prohibitively step 190),
The processing is handled as rRETURNJ and this routine ends.

On the other hand, when it is determined in step 170 that the number of upshifts n has not reached the predetermined number no, or when the process of starting measurement of the measurement time T in step '160 is completed, the process proceeds to steps 200 to 210, The variable n representing the number of upshifts to overdrive is incremented in step 200>, and the shift solenoid 18.19 is incremented to execute an upshift to overdrive.
After outputting a control signal to (step 210), the process proceeds to r
Handling to RETURNJ ends this routine.

Further, in step 180, when the measured time T exceeds the predetermined time To (=3 [minutes]), even though the number of upshifts to overdrive has reached the predetermined number no (=5>), the predetermined time T.

(=3 [minutes]), the process of steps 130 to 140 described above, that is, initializes the variable n representing the number of upshifts and sends a signal to the shift solenoid to execute the upshift. Outputs and finishes this routine.

According to the automatic transmission control device of the present embodiment described in detail above, when the vehicle is climbing a slope and the speed signal V is within a predetermined vehicle speed range (105 [km/h]≦V≦
130 [km/h]), when it is determined that the number of upshifts to overdrive has reached the predetermined number no (=5) within the predetermined time To (=3 [minutes]) (Stella 170 to 180), it is determined that frequent gear changes are occurring, and upshifting to overdrive is prohibited. This prevents repeated shift changes between third gear and overdrive, which occur frequently, and also prevents shift shock and noise caused by shift changes, and also prevents the vehicle from losing gear while climbing a slope. , when the vehicle speed is no longer constant within a predetermined vehicle speed range that tends to cause frequent gear changes, the prohibition of upshifting to overdrive is promptly canceled to maintain comfortable drivability. Furthermore, upshifting to overdrive is prohibited while climbing a hill.
Furthermore, since frequent gear changes are limited to when the vehicle speed is within a predetermined range, fuel efficiency will not be worsened.

Although an automatic shift control device with an overdrive is used as the automatic shift control device in this embodiment, a simple automatic shift control device without an overdrive may be used, or an automatic shift control device with a lockup may be used. Of course, other devices may also be used.

Further, in this embodiment, the servo acceleration sensor was used to detect that the vehicle was climbing a slope, but it may also be detected using a program that detects that the vehicle is climbing a slope using parameters such as the shift position and vehicle speed. .

Furthermore, in this embodiment, the constants used, namely, the predetermined vehicle speed range of the vehicle speed, the predetermined time To of the measurement time T, and the predetermined number of times n that is the number of upshifts to overdrive.
It goes without saying that o and the like are each set to a suitable value depending on the vehicle type.

Effects of the Invention According to the automatic shift control device of the present invention, it is possible to sufficiently prevent frequent shift changes that occur when the vehicle is traveling uphill due to the small surplus torque of the vehicle. Therefore, problems such as shift shock caused by shift changes and frequent gear changes when traveling uphill at a constant speed are sufficiently eliminated, and a good driving feeling is maintained. Moreover, upshifting is only prohibited when the vehicle is traveling uphill at a constant speed.
This does not cause problems such as deterioration of fuel efficiency.

[Brief explanation of drawings]

FIG. 1 is a block diagram illustrating the basic configuration of an automatic transmission control device according to the present invention, FIG. 2 is a schematic configuration diagram showing an automatic transmission control device according to an embodiment of the present invention, and FIG. 4 is a schematic diagram showing the electronic control device 30 used in the automatic transmission control device of the same embodiment. FIG. 5 is an automatic shift diagram showing the shift change characteristics of the automatic transmission control device of the same embodiment. 2 is a flowchart showing processing executed by the electronic control device 30 of the automatic transmission control device. 1... Engine 4... Throttle sensor 10... Automatic transmission 18.19... Shift solenoid 20... Shift position switch 21... Vehicle speed sensor 22... Servo acceleration sensor

Claims (1)

[Scope of Claims] An automatic transmission control device that switches the gear ratio of a transmission based on vehicle speed and engine load, comprising: an uphill vehicle speed detection means for detecting that the vehicle is traveling uphill at a constant speed; , a shift change count means for counting the number of times the gear ratio is changed between a predetermined gear and the next gear having a smaller gear ratio after the predetermined gear, and the hill-climbing vehicle speed detecting means, when the vehicle is at a constant speed. When it is detected that the vehicle is traveling uphill and the counted number of times the gear ratio is changed exceeds a preset number within a predetermined period of time, the transmission device upshifts to the predetermined gear. An automatic transmission control device comprising: a means for prohibiting a predetermined gear.