JP2002048228A - Variable speed control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a variable speed control device for an automatic transmission, capable of realizing stable and comfortable ride without giving discomforts to occupants, especially when recognizing occupants who are other than the driver. SOLUTION: The variable speed control device of an automatic transmission is provided with a variable speed control means, including a comfort variable speed control part in which prime importance is placed on a riding comfort. By the use of a selector switch mounted on the position, where the operation can be conducted in the automatic mode or by a driver, switch from the normal variable speed control to the riding comfort oriented comfort variable speed control can be made.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission, and more particularly to a shift control for a continuously variable transmission when a passenger other than a driver is confirmed.

[0002]

2. Description of the Related Art Conventionally, a technique disclosed in Japanese Patent Application Laid-Open No. 11-218215 has been known for speed change control of an automatic transmission. In this prior art, a shift control device for an automatic transmission having a continuously variable transmission mechanism includes a first shift mode for maintaining an economic speed that is determined according to an engine as a speed at which fuel efficiency is improved, and a driver. A second shift mode is provided in which the engine speed is kept constant by satisfying the driver's acceleration / deceleration intention in accordance with the change in the accelerator operation, thereby improving the fuel efficiency as compared with a case where the engine speed is constantly increased or decreased. By switching these modes by a switch or a driving operation, it is possible to achieve both economy and acceleration.

[0003]

However, in the above-mentioned prior art, the configuration is focused on the operability of the driver, and does not take into consideration the comfort of the passenger. Therefore, when the fuel efficiency is emphasized, for example, when the lock-up clutch is fastened, the fluctuation of the rotation of the engine due to the accelerator control and the fluctuation of the rotation of the driving wheel due to the road surface condition are easily transmitted to the vehicle body. Is selected, rapid acceleration and deceleration are performed, and although it is in line with the driver's intention,
There was a problem that it caused discomfort to passengers. Such discomfort is particularly noticeable when a child, an elderly person, a disabled person, or the like gets on the vehicle, so that a driving operation different from a normal driver's feeling may be required in some cases.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems. In a shift control device for an automatic transmission for a vehicle, particularly when a passenger other than a driver is confirmed, the passenger is not transmitted to the passenger. It is an object of the present invention to provide a shift control device for an automatic transmission that can realize a stable and comfortable ride without giving discomfort.

[0005]

According to the first aspect of the present invention, target speed ratio calculating means for calculating a target speed ratio of an automatic transmission based on a speed change map set at least according to a throttle opening, A speed change control device for controlling a speed ratio of the automatic transmission in order to obtain a gear ratio. A shift switch provided at a position operable by a driver switches from normal shift control to comfort shift control that emphasizes riding comfort.

According to a second aspect of the present invention, in the shift control device for an automatic transmission according to the first aspect, a seating switch for detecting the presence or absence of a passenger is provided at a seating portion other than the driver's seat of the vehicle. When the presence of a fellow passenger is detected by the seat switch, the control is switched to the comfort shift control.

According to a third aspect of the present invention, in the transmission control apparatus for an automatic transmission according to the first or second aspect, the automatic transmission includes a continuously variable transmission capable of continuously selecting a gear ratio. It is characterized by having.

According to a fourth aspect of the present invention, in the shift control device for an automatic transmission according to any one of the first to third aspects, the comfort shift control section has a comfort shift map, and the shift used for the normal shift control. It is characterized in that the gear ratio is set smaller in accordance with an increase in the throttle opening than in the map.

According to a fifth aspect of the present invention, in the transmission control apparatus for an automatic transmission according to any one of the first to fourth aspects, a torque converter for amplifying engine torque is provided between an engine and a transmission mechanism of the automatic transmission. A lockup clutch that directly connects an engine and a transmission mechanism of the automatic transmission, wherein the shift control means includes a normal lockup map that controls engagement of the lockup clutch during the normal shift control; A comfort lock-up map for controlling engagement of the lock-up clutch during control, wherein the comfort lock-up map is set to engage the lock-up clutch in a higher vehicle speed region than the normal lock-up map. .

According to a sixth aspect of the present invention, in the shift control device for an automatic transmission according to any one of the second to fifth aspects, the shift control means controls a shift speed in a normal shift control of the continuously variable transmission. It has a normal shift speed map and a comfort shift speed map for controlling the shift speed during the comfort control, wherein the comfort shift speed map sets a lower shift speed than the normal shift speed map.

According to a seventh aspect of the present invention, in the shift control device for an automatic transmission according to any one of the first to sixth aspects, when the comfort shift control with emphasis on riding comfort is performed by the shift control means, the engine control unit is controlled by the engine control unit. On the other hand, an output torque limiting signal is output.

[0012]

In the shift control device for an automatic transmission according to the first aspect of the present invention, the shift control means is provided with comfort shift control emphasizing riding comfort, and is provided at a position where the shift can be operated automatically or by a driver. With the changeover switch,
By switching from the normal shift control to the comfort shift control emphasizing the ride comfort, the comfort shift control is performed according to the driver's driving intention that emphasizes the ride comfort. Therefore, it is possible to easily perform a comfortable driving operation for a passenger or the like, and it is possible to perform a smooth and comfortable traveling.

According to a second aspect of the present invention, there is provided a shift control device for an automatic transmission, wherein a seating switch for detecting the presence or absence of a passenger is provided in a seating portion other than the driver's seat of the vehicle. By switching to the comfort shift control upon detection, the presence or absence of a fellow passenger can be reliably detected. Therefore, for example, the changeover switch according to claim 1 is set to, for example, an auto mode,
It is also possible to perform control switching such that normal control is performed when only the driver is traveling, and comfort shift control is performed when a switch signal is input from a seat switch. Thereby, it is possible to travel comfortably for a fellow passenger or the like without requiring a driver's switching operation.

In the shift control device for an automatic transmission according to the third aspect, since the continuously variable transmission is provided as the automatic transmission, the speed ratio can be selected in a stepless manner, so that a smoother operation can be achieved. It is possible to control gear shifting,
A stable and comfortable ride can be provided to the passenger.

In the shift control device for an automatic transmission according to the fourth aspect, the gear ratio is set smaller in accordance with the increase in the throttle opening than in the shift map used for the normal shift control, based on the comfort shift map. Therefore, even if the driver steps on the accelerator, the engine speed does not suddenly increase or sudden acceleration / deceleration is performed, and stable and comfortable traveling can be performed.

In the shift control device for an automatic transmission according to the present invention, a normal lock-up map for controlling engagement of a lock-up clutch and a comfort lock-up map for comfort control are provided. However, the lock-up clutch is set to be engaged in a higher vehicle speed region than the normal lock-up map. In other words, when the vehicle locks up in a low vehicle speed range, fluctuations in the drive wheels due to accelerator control or road surface conditions are easily transmitted to the vehicle body, and although fuel efficiency can be improved, there is a problem that passengers are uncomfortable. By locking up in a high vehicle speed region, the torque converter can absorb vibrations and torque fluctuations, and can travel stably and comfortably for a fellow passenger.

In the shift control device for an automatic transmission according to the present invention, when controlling the shift speed of the continuously variable transmission, a shift speed map for comfort control is provided. By setting a shift speed that is slower than the shift speed map, the driver does not respond excessively to the accelerator control of the driver. Therefore, it is possible to perform a smooth shift, and it is possible to perform stable and comfortable traveling.

According to a seventh aspect of the present invention, in the transmission control device for an automatic transmission, the engine control unit includes:
By outputting the output torque limiting signal, not only the transmission control device but also the comfort control of the entire vehicle can be performed.

[0019]

Embodiments of the present invention will be described below with reference to the drawings. (Embodiment) FIG. 1 is a diagram showing a control system of an automatic transmission having a belt-type continuously variable transmission 3 (hereinafter referred to as CVT) according to an embodiment.

1 is a torque converter, 2 is a lock-up clutch, 3 is a CVT, 4 is a primary speed sensor,
5 is a secondary rotation speed sensor, 6 is a hydraulic control valve unit, 7 is a line pressure solenoid, 8 is an oil pump unit, 9 is a CVT control unit, 10
Is a throttle opening sensor, and 11 is a vehicle speed sensor.

A torque converter 1 is connected to the engine output shaft as a rotation transmission mechanism.
A lock-up clutch 2 that directly connects the VT 3 is provided. The output side of the torque converter 1 is a transmission input shaft 12
Is connected to the end of the input shaft 12.
Primary pulley is provided.

The CVT 3 includes the primary pulley, the secondary pulley, and a belt 34 for transmitting the rotational force of the primary pulley to the secondary pulley. The primary pulley has a fixed conical plate 31 that rotates integrally with the input shaft 12, a V-shaped pulley groove that is disposed to face the fixed conical plate 31, and a primary pulley cylinder chamber 33.
The movable conical plate 32 is movable in the axial direction of the input shaft 12 by hydraulic pressure acting on the input shaft 12. The secondary pulley is provided on the driven shaft 38. The secondary pulley includes a fixed conical plate 35 that rotates integrally with the driven shaft 38,
The movable conical plate 36 is disposed opposite to the fixed conical plate 35 to form a V-shaped pulley groove, and is movable in the axial direction of the driven shaft 38 by hydraulic pressure acting on the secondary pulley cylinder chamber 37.

A drive gear is fixed to the driven shaft 38, and the drive gear includes a pinion provided on the idler shaft,
The drive shaft drives to a wheel (not shown) via a final gear and a differential device.

The torque input from the engine output shaft to the CVT 3 as described above is transmitted to the CVT 13 via the torque converter 1 and the input shaft 12. The torque of the input shaft 12 is transmitted to the differential via a primary pulley, a belt 34, a secondary pulley, a driven shaft 38, a drive gear, an idler gear, an idler shaft, a pinion, and a final gear.

At the time of power transmission as described above, the movable conical plate 32 of the primary pulley and the movable conical plate 36 of the secondary pulley are moved in the axial direction to change the contact position radius with the belt 34 so that the primary pulley The rotation ratio between the secondary pulley and the gear ratio can be changed. Such control of changing the width of the V-shaped pulley groove of the primary pulley and the secondary pulley is performed by hydraulic control of the primary pulley cylinder chamber 33 or the secondary pulley cylinder chamber 37 via the CVT control unit 9.

The hydraulic control valve unit 6 includes:
An accelerator opening, a gear ratio, an input shaft rotation speed (Pitot pressure), a primary oil pressure, and the like are input, and shift control is performed by supplying a control pressure to the primary pulley cylinder chamber 33 and the secondary pulley cylinder chamber 37.

The CVT control unit 9 includes a throttle opening from a throttle opening sensor 10, an oil temperature in the transmission from an oil temperature sensor, a primary rotation speed from a primary rotation speed sensor 4, and a secondary rotation speed from a secondary rotation speed sensor 5. Rotation speed, a seating signal from the seating switch 13,
A mode signal and the like from the changeover switch 14 are input. A control signal is calculated based on the input signal, and a line pressure control signal is output to the line pressure solenoid 7 and a control signal is output to the hydraulic control valve unit 6. Also,
An oil pump unit control signal is output to an oil pump unit 8 that supplies hydraulic pressure to the hydraulic control valve unit 6.

Here, in the present embodiment, the seat switch 13 is provided in all parts other than the driver's seat such as the passenger seat and the rear seat, and is configured so that the presence or absence of a passenger can be reliably detected. The present invention is not limited to this configuration. By providing the seating switch 13 on a child seat, it is possible to detect the ride of an infant, or to provide an electric actuated chair that rotates so as to be easy to ride or that comes out of the vehicle to provide the elderly and Riding in a wheelchair may be detected by detecting the riding of a handicapped person, or by providing it on a wheelchair seat that is fixed in the vehicle while the person is riding.

Further, a seat belt switch may be used as a seat switch, or a weight sensor may be provided at a tire fixing position of a wheelchair which is fixed in a vehicle while a person is riding. Further, by combining these, the presence or absence of a passenger can be detected more reliably.

FIG. 2 is a flowchart showing shift control of the automatic transmission according to the present embodiment.

In step 101, a signal from the changeover switch 14 is read.

In step 102, it is determined whether or not the automatic mode is selected by the changeover switch 14. If the automatic mode is selected, the process proceeds to step 103; otherwise, the process proceeds to step 110.

In step 103, a signal from the seat switch 13 is read.

In step 104, it is determined whether or not the seat switch 13 is ON. If the switch is ON, the process proceeds to step 105; otherwise, the process proceeds to step 111.

In step 105, the shift map 1 is selected (see FIG. 3).

In step 106, lock-up map 1 is selected (see FIG. 5).

In step 107, the shift speed map 1 is selected (see FIG. 7).

In step 108, an output torque limiting signal is output to the engine control unit 15. More specifically, the engine control unit 15 controls the engine output unit 15 so that at least one of them is limited so that the engine output torque does not rise sharply and the maximum value of the torque itself does not become too large.

In step 109, CVT shift control is executed.

In step 110, it is determined whether or not the comfort mode is selected by the changeover switch 14. If the comfort mode is selected, the process proceeds to step 105; otherwise, the process proceeds to step 111.

In step 111, the shift map 2 is selected (see FIG. 4).

In step 112, the lock-up map 2 is selected (see FIG. 6).

In step 113, the shift speed map 2 is selected (see FIG. 8).

That is, based on the signal of the changeover switch 14, in the case of the automatic mode, the signal from the seat switch 13 is read, and the presence or absence of a passenger other than the driver is confirmed.
When a passenger is confirmed, the CVT shift control is performed based on the shift map 1, the lock-up map 1, and the shift speed map 1, and an output torque limiting signal is output to the engine control unit to improve ride comfort. Perform shift control with emphasis.

FIG. 3 shows a shift map 1. This shift map is set so that the primary rotation speed is unlikely to increase with respect to the accelerator opening, as compared with the shift map 2 in the normal control shown in FIG. Thereby, smooth running can be achieved by preventing the engine rotation from excessively increasing due to the accelerator opening of the driver. However, the configuration is such that the maximum torque is output when the driver fully opens the accelerator.

FIG. 5 shows a lock-up map 1 representing an engagement region of a lock-up clutch 2 directly connecting the engine and the CVT. The lock-up map 1 is set so as to lock up at a high vehicle speed as compared with the lock-up map 2 in the normal control shown in FIG. In the low vehicle speed range, when the lock-up occurs, slippage in the torque converter 1 is eliminated, which leads to an improvement in fuel efficiency.
When the engine and the CVT 3 are directly connected, the fluctuation of the rotation of the engine due to the accelerator control and the fluctuation of the rotation of the driving wheels due to the road surface condition are easily transmitted to the vehicle body, and the riding comfort is deteriorated. It enables stable and comfortable driving.

FIG. 7 shows a shift speed map 1 showing shift speeds at the time of shifting based on the deviation between the actual speed ratio and the target speed ratio in the CVT 3. This shift speed map 1 is shown in FIG.
The shift speed is set not to be too high as compared with the shift speed map 2 at the time of the normal control shown in FIG. As a result, since there is no excessive response to the driver's accelerator control, it is possible to perform a smooth shift, and a stable and comfortable ride can be achieved.
In this embodiment, the driver operates the changeover switch 1
Although the mode can be selected in step 4, the shift control may be performed without the changeover switch and always in the same control state as the auto mode.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of a main unit of a vehicle including a belt-type continuously variable transmission according to an embodiment.

FIG. 2 is a flowchart illustrating shift control in the embodiment.

FIG. 3 is a shift map at the time of comfort control in the embodiment.

FIG. 4 is a shift map during normal control in the embodiment.

FIG. 5 is a lockup map at the time of comfort control in the embodiment.

FIG. 6 is a lockup map during normal control according to the embodiment.

FIG. 7 is a shift speed map at the time of comfort control in the embodiment.

FIG. 8 is a shift speed map during normal control in the embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Torque converter 2 Lock-up clutch 3 Belt-type continuously variable transmission 4 Primary rotation speed sensor 5 Secondary rotation speed sensor 6 Hydraulic control valve unit 7 Line pressure solenoid 8 Oil pump unit 9 CVT control unit 10 Throttle opening degree sensor 11 Vehicle speed sensor 12 Input shaft 13 Seating switch 14 Changeover switch 15 Engine control unit 31 Fixed conical plate 32 Movable conical plate 33 Primary pulley cylinder chamber 34 Belt 35 Fixed conical plate 36 Movable conical plate 37 Secondary pulley cylinder chamber 38 Follower shaft

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Claims (7)

[Claims] 1. A target gear ratio calculating means for calculating a target gear ratio of an automatic transmission based on a gear map set at least according to a throttle opening, and controlling the gear ratio of the automatic transmission to obtain the target gear ratio. A shift control device for an automatic transmission, comprising: a shift switch provided in the automatic transmission or a position operable by a driver. A shift control device for an automatic transmission, wherein the shift control is switched from comfort shift control to ride comfort-oriented comfort shift control. 2. The shift control device for an automatic transmission according to claim 1, wherein a seating switch for detecting the presence or absence of a passenger is provided at a seating portion other than the driver's seat of the vehicle, and the presence of the passenger is determined by the seating switch. A shift control device for an automatic transmission, wherein the shift control is switched to comfort shift control upon detection. 3. The automatic transmission control apparatus according to claim 1, wherein said automatic transmission includes a continuously variable transmission capable of continuously selecting a gear ratio. Transmission control device for transmission. 4. The shift control device for an automatic transmission according to claim 1, wherein the comfort shift control unit includes a comfort shift map, and the throttle opening is smaller than a shift map used for normal shift control. A transmission control device for an automatic transmission, wherein a transmission ratio is set to be small according to an increase. 5. The shift control device for an automatic transmission according to claim 1, wherein a torque converter for amplifying engine torque is provided between an engine and a transmission mechanism of the automatic transmission, and the engine and the automatic transmission A lock-up clutch that directly couples a transmission mechanism of the machine, wherein the shift control means includes a normal lock-up map that controls engagement of the lock-up clutch during the normal shift control, and the lock-up clutch during the comfort shift control. And a comfort lockup map for performing engagement control, wherein the comfort lockup map is set to engage a lockup clutch in a vehicle speed region higher than the normal lockup map. . 6. The shift control device for an automatic transmission according to claim 2, wherein the shift control means includes a normal shift speed map for controlling a shift speed in a normal shift control of the continuously variable transmission, and a comfort mode. A shift control device for an automatic transmission, comprising: a comfort shift speed map that controls a shift speed during control; wherein the comfort shift speed map sets a shift speed that is lower than a normal shift speed map. 7. The shift control device for an automatic transmission according to claim 1, wherein an output torque limiting signal is sent to an engine control unit when the shift control means performs comfort shift control with emphasis on riding comfort. A shift control device for an automatic transmission characterized by outputting.