JP2003028283A - Speed change controller for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a speed change controller for an automatic transmission capable of accurately detecting traffic jam travel distinctively from travel after waiting at traffic lights and controlling speed change for the traffic jam travel. SOLUTION: On the basis of a throttle opening sensor 4 and a vehicle speed sensor 5, a normal speed change gear determining means 14 outputs a speed stage for ordinary travel, and a traffic jam travel detecting means 13 detects the traffic jam travel. When the traffic jam travel is detected, an optimum speed stage determining means 12 determines an optimum speed stage hardly allowing selection of a lowest speed stage when the speed change gear for the ordinary travel is the lowest speed stage, and a speed change outputting means 11 outputs the optimum speed stage as a speed change command to an automatic speed change mechanism 3. Because the traffic jam travel detecting means 13 detects the traffic jam travel on the basis of the travel condition from a start of the travel to its stop, a low vehicle speed and low required torque after starting the travel are detected without taking any stopping condition during waiting at stoplights into consideration, for example, for accurately detecting the traffic jam travel.

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 mounted on a vehicle or the like, and more specifically, it accurately detects that a vehicle or the like is running in a traffic jam, and based on the detection result. The present invention relates to a shift control device for an automatic transmission that performs shift control for traveling in a traffic jam.

[0002]

2. Description of the Related Art Conventionally, in a shift control device for an automatic transmission, as disclosed in, for example, Japanese Patent Application Laid-Open No. 59-200847, a traffic jam on a congested road is improved in order to improve riding comfort during traveling on the congested road. It has been proposed to determine that is and perform shift control for a congested road. In the above publication,
For example, the rate at which the vehicle is stopped (hereinafter referred to as “stop rate”) and the average vehicle speed are calculated based on the vehicle speed measured every 0.5 seconds for a predetermined time (for example, 2 minutes), and the stop rates are calculated. When the average vehicle speed is in a predetermined area (for example, the stop rate is about 30% or less and the average vehicle speed is about 15 km / h or less, that is, a so-called trotting area), it is determined that the road is a traffic jam. When it is determined that the road is a congested road, the shift characteristic is set such that the lowest shift speed (that is, the first shift speed) is hard to be selected, the shift control is performed, and frequent shifts are prevented to improve the riding comfort. It was

[0003]

However, since the shift control device for an automatic transmission disclosed in the above publication measures and calculates the vehicle speed at a predetermined time to determine a congested road, for example, in an urban area or the like. In the case where the vehicle is traveling on a road where the signals are continuous, the stop state waiting for the signal is also measured and calculated. Therefore, when traveling in an urban area where the above-mentioned signals are continuous, for example, there is a possibility that it may be determined to be a congested road regardless of the congestion,
That is, there is a possibility that an erroneous determination may be made to determine that the road is a congested road even when the traffic is not congested.

Therefore, an object of the present invention is to provide a shift control device for an automatic transmission that detects that the vehicle is traveling in a traffic jam on the basis of the traveling state from the start of traveling to the stop of traveling, and thus solves the above problems. It is what

[0005]

The present invention according to claim 1 (see, for example, FIGS. 1 to 6) detects that a vehicle or the like is traveling in a traffic jam, and when it is detected that the vehicle is traveling in a traffic jam. In a shift control device (1) for an automatic transmission that performs shift control for traffic jam travel, based on traffic jam travel detection means (13) that detects the traffic jam and detection by the traffic jam travel detection means (13). Optimum shift stage determining means (12) for determining the optimal shift stage (Gc) in the shift control for traveling in the congestion, and shift output means for outputting a shift command based on the determination result of the optimal shift stage determining means (12). (11)
The automatic transmission according to claim 1, wherein the congestion traveling detection means (13) detects the congestion traveling based on the traveling state (Cn) from the start to the stop of traveling. In the shift control device (1).

In the present invention according to claim 2 (see, for example, FIG. 1 to FIG. 6), the traffic jam traveling detection means (13) collects only the traveling state data from the traveling start to the traveling stop (Cn). The shift control device (1) for an automatic transmission according to claim 1, wherein the traffic congestion is detected without using the data of the state of being used and stopped.

In the present invention according to claim 3 (see, for example, FIGS. 1, 2 and 3), the traffic jam detecting means (13) is
The shift control device (1) for an automatic transmission according to claim 1 or 2, wherein it is detected that the vehicle is traveling in the traffic jam based on a case where the traveling state is a low vehicle speed and a low required torque state.
It is in.

The present invention according to claim 4 (see, for example, FIG. 1, FIG. 2 and FIG. 4), a normal shift for determining a shift stage (Gb) for normal traveling based on a predetermined shift condition (16). A shift determining means (14) is provided, and the shift control for traffic congestion prohibits the shift to the lowest shift speed (for example, the first shift speed) determined by the normal shift speed determining means (14). The shift control device (1) for an automatic transmission according to any one of items 1 to 3.

The present invention according to claim 5 (see, for example, FIG. 1, FIG. 2 and FIG. 4), the optimum shift speed judging means (12)
Is the minimum shift speed (for example, 1 min.) When the state of a predetermined required torque or more (for example, accelerator opening 30% or more) continues for a first predetermined time or more (for example 0.3 sec or more).
The shift control device (1) for an automatic transmission according to claim 4, wherein the prohibition of the shift to the speed stage is removed.

The present invention according to claim 6 (see, for example, FIG. 1, FIG. 2, FIG. 3 and FIG. 5), the traffic congestion running detection means (1
The shift control device for an automatic transmission according to any one of claims 1 to 5, wherein 3) is configured to detect the traffic congestion based on a traffic congestion degree value (JC) that converts the traveling state into a numerical value and increases or decreases the value. It is in (1).

The present invention according to claim 7 (see, for example, FIG. 1 and FIG.
2, FIG. 3 and FIG. 5), the traffic congestion running detection means (1
3) is that the congestion degree value (JC) is the first congestion degree threshold value.
(JC _lim1) When the above is reached, the traffic congestion is detected.
Then, the second congestion degree threshold value (JC _lim2) Became
7. When the traffic is not congested, it is detected that the traffic is not traveling.
It is in the shift control device (1) of the automatic transmission described.

In the present invention according to claim 8 (see, for example, FIGS. 1, 2, 3 and 5), the congestion degree value (JC) is
During the period from the start of travel to the stop of travel (Cn), the average accelerator opening (θdav1) is less than or equal to the first average accelerator opening threshold (θdav1 _lim ) and the maximum vehicle speed (Vm
The comparatively large value (for example, 10) is added when ax is equal to or less than the maximum vehicle speed threshold value (Vmax _lim ) and has traveled for a second predetermined time (for example, 5 seconds) or more. The automatic transmission transmission control device (1).

In the present invention according to claim 9 (see, for example, FIGS. 1, 2, 3 and 5), the congestion degree value (JC) is
During the period from the start of travel to the stop of travel (Cn), the average accelerator opening (θdav2) is equal to or less than the second average accelerator opening threshold (θdav2 _lim ), and the vehicle speed (V) is the first vehicle speed threshold ( When the state of being equal to or more than V _lim1 ) and _{equal to} or less than the second vehicle speed threshold value (V _lim2 ) continues for a third predetermined time (for example, 60 seconds) which is a relatively long time,
9. The shift control device (1) for an automatic transmission according to claim 6, wherein a relatively small value (for example, 5) is added.

The present invention according to claim 10 (see FIG. 1,
2, 3 and 5), the congestion degree value (JC)
Is (Cn) from the start of travel to the stop of travel,
10. The automatic system according to claim 6, wherein a relatively large value (for example, 10) is added when the vehicle has traveled for a fourth predetermined time (for example, 5 seconds) or more without pressing the accelerator from the start of running. It is in the shift control device (1) of the transmission.

The present invention according to claim 11 (see, for example, FIG.
2, 3 and 5), the congestion degree value (JC)
Is a relatively large value (for example, 1 when running for a fifth predetermined time (for example, 5 seconds) or more and the addition is not performed).
The shift control device (1) for an automatic transmission according to any one of claims 8 to 10, wherein 0) is subtracted.

The present invention according to claim 12 (see, for example, FIG.
2 and FIG. 3), the congestion degree value (JC) is set to an initial value (for example, 0) when the accelerator opening (θd) becomes equal to or _larger than an accelerator opening threshold (θd _lim ). The shift control device (1) for an automatic transmission according to any one of items 6 to 11.

The present invention according to claim 13 is (see FIG. 1,
2 and 3), the congestion degree value (JC) is set to an initial value (for example, 0) when it is outside a predetermined shift range (for example, D range). It is in the shift control device (1) of the automatic transmission described.

The reference numerals in parentheses are for the purpose of contrasting with the drawings, but this is for convenience of understanding the invention, and is not limited to the construction of the claims. It has no effect.

[0019]

According to the first aspect of the present invention, the congestion traveling detection means for detecting that the vehicle is traveling in the congestion state and the optimum shift stage in the shift control for the congestion traveling based on the detection by the congestion traveling detection means are determined. An optimum shift stage determining means and a shift output means for outputting a shift command based on the determination result of the optimum shift stage determining means are provided, and the congestion running detecting means includes:
Since it is detected that the vehicle is congested on the basis of the traveling state from the start to the stop of traveling, the congested traveling can be accurately detected, and the shift control for the congested traveling can be performed by the optimum shift speed based on the detection. Can be done accurately.

According to the second aspect of the present invention, the traffic jam running detection means uses only the running status data from the running start to the running stop, and does not use the stopped status data, and the traffic jam Since the traveling is detected, it is possible to accurately detect the congested traveling, and it is possible to accurately perform the shift control for the congested traveling by the optimum shift speed based on the detection.

According to the third aspect of the present invention, the traffic jam traveling detecting means detects traffic jam traveling based on the case where the traveling state is the low vehicle speed and the low required torque state. In the state of high vehicle speed and high required torque after the start of traveling, the congested traveling can be accurately distinguished and detected.

According to the fourth aspect of the present invention, the vehicle is provided with the normal speed determination means for determining the speed for the normal traveling on the basis of the predetermined speed change condition, and the speed change control for the traffic congestion is normally performed. Since the shift to the lowest shift speed determined by the shift speed determination means is prohibited, it is possible to easily prevent frequent shifts during traffic congestion.

According to the fifth aspect of the present invention, the optimum shift stage determination means temporarily releases the prohibition of the shift to the lowest shift stage when the state of the predetermined required torque or more continues for the first predetermined time or more. Therefore, when the driver requests a torque equal to or more than a predetermined required torque for a first predetermined time or more during traveling in a traffic jam, for example, when there is a space in front of the vehicle, the vehicle is in a state in which the vehicle can be in the lowest shift stage. It is possible to meet the demanded torque of the person.

According to the sixth aspect of the present invention, the traffic jam traveling detecting means detects the traffic jam traveling based on the traffic jam degree value for converting the traveling state into a numerical value and increasing / decreasing it. Therefore, the traffic jam traveling can be performed accurately according to the degree of the traffic jam traveling. It is possible to detect or not detect traveling.

According to the present invention of claim 7, the traffic jam detecting means detects the traffic jam when the traffic jam value is equal to or higher than the first traffic jam threshold, and is equal to or lower than the second traffic jam threshold. When the vehicle is in a traffic jam, it detects that it is not in a traffic jam, so even if there is a temporary increase in speed during a traffic jam, etc., the previous driving status is taken into consideration based on the increase or decrease in the traffic jam level value. That is, it is possible to prevent frequent traffic congestion detection or non-detection switching.

According to the eighth aspect of the present invention, the congestion degree value is such that the average accelerator opening is less than or equal to the first average accelerator opening threshold and the maximum vehicle speed is maximum between the start of traveling and the stop of traveling. A relatively large value is added when the vehicle travels below the vehicle speed threshold for a second predetermined time or longer, that is, when the vehicle speed and the required torque are low between the start of travel and the travel stop, the congestion degree value Can be added, and can be distinguished from traveling after waiting for a signal, for example. Also,
Since the congestion degree value is added when the vehicle travels for the second predetermined time or more, it is possible to prevent an erroneous determination when the vehicle is moving forward in a fine manner.

According to the present invention of claim 9, the congestion degree value is such that the average accelerator opening is less than or equal to the second average accelerator opening threshold value and the vehicle speed is the first between the start of traveling and the stop of traveling. If the state of being equal to or higher than the vehicle speed threshold value of and equal to or lower than the second vehicle speed threshold value continues for a third predetermined time that is a relatively long time, a relatively small value is added. In the case of so-called “trotoro” traveling for a relatively long time as described above, the congestion degree value can be added, and it can be accurately distinguished from the case of traveling in an urban area, for example.

According to the tenth aspect of the present invention, the traffic congestion degree value is relatively high between the start of traveling and the stop of traveling when the vehicle is traveling for a fourth predetermined time or longer without the accelerator being stepped on from the start of traveling. Since a large value is added, the congestion degree value can be added when creeping from the start of traveling, and can be distinguished from traveling after waiting for a signal, for example. Further, since the congestion degree value is added when the vehicle has traveled for the fourth predetermined time or more, it is possible to prevent an erroneous determination when the vehicle is moving forward in a fine manner.

According to the eleventh aspect of the present invention, the congestion degree value is not a traffic congestion because a relatively large value is subtracted when the vehicle travels for a fifth predetermined time or more and the addition is not performed. If there is a possibility, the congestion degree value can be subtracted. Further, since the congestion degree value is subtracted when the vehicle has traveled for the fifth predetermined time or more, it is possible to prevent an erroneous determination when the vehicle is moving forward in a fine manner.

According to the twelfth aspect of the present invention, the congestion degree value is set to the initial value when the accelerator opening becomes equal to or greater than the accelerator opening threshold, so that the case where the vehicle is not traveling in the congestion can be reliably detected. , Can be run normally.

According to the thirteenth aspect of the present invention, since the congestion degree value is set to the initial value when it is outside the predetermined shift range, it is possible to reliably detect the case where it is not necessary to perform the shift control for traveling in the congestion. can do.

[0032]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a shift control device for an automatic transmission according to the present invention. As shown in FIG. 1, in a vehicle or the like to which a shift control device 1 for an automatic transmission according to the present invention is applied, for example, an engine 2 and output rotation from the engine 2 are input to, for example, a fifth forward speed reverse. 1
An automatic transmission mechanism 3 that outputs rotations that have been shifted to a higher speed is mounted.

The engine 2 has a throttle opening sensor for detecting a throttle opening (hereinafter also referred to as "accelerator opening" for convenience of description) opened and closed by an accelerator pedal provided in a driver's seat (not shown). 4 are provided. The automatic transmission mechanism 1 is also provided with a vehicle speed sensor 5 that detects the vehicle speed based on the output shaft speed of the automatic transmission mechanism 1, for example.

A shift control device (hereinafter, simply referred to as "shift control device") 1 for an automatic transmission is provided with a control unit 10, which controls the shift output means 11 and determines the optimum shift speed. It comprises a means 12, a traffic jam detection means 13, a normal gear stage determination means 14 and a shift map 16.

The normal gear position determination means 14 includes the throttle opening sensor 4 and the vehicle speed sensor 5, the shift lever 15 provided in a driver's seat (not shown), and details thereof will be described later with reference to FIG. A shift map (predetermined shift condition) 16 is connected, and the normal shift stage determination means 14 uses the shift range selected by the shift lever 15 and the throttle opening sensor 4 and the vehicle speed sensor 5. Based on the detected throttle opening θd and the vehicle speed V, the shift stage Gb for normal traveling is determined based on the shift map 16.

The above-mentioned throttle opening sensor 4, the vehicle speed sensor 5 and the shift lever 15 are connected to the traffic jam running detecting means 13 from the start of travel to the stop of travel obtained from the throttle opening θd and the vehicle speed V ( Hereinafter, it is referred to as a "traveling section".) It is detected that the vehicle is traveling in a traffic jam based on the traveling state of Cn. That is, only the data of the traveling state of Cn is used from the start of traveling to the stop of traveling, and the data of the stopped state is not used. That is, it is detected that the vehicle is traveling in a traffic jam without including the data such as the throttle opening θd and the vehicle speed V when the vehicle is stopped (not including the stop rate as in the conventional case).

The traffic congestion detection means 13 is provided with a traffic congestion degree value JC for converting the traveling state of the traveling section Cn into a numerical value and increasing or decreasing it, and the traffic congestion degree value JC is the traffic congestion traveling start threshold value (first traffic congestion). When the traffic congestion level value JC is equal to or lower than the traffic congestion running end threshold value (second traffic congestion level threshold value), it is detected that the traffic congestion is not caused.

Note that, for example, when the driver requests a high torque and the accelerator opening degree θd is equal to or more than the accelerator opening threshold value (for example, the accelerator opening degree is 40% or more), as will be described later in detail, for example, for a predetermined time or more (for example, 0. If it continues for 1 second or more) or if the shift range selected by the shift lever 15 is outside the predetermined shift range (for example, D range), the traffic jam detection unit 13 sets the traffic jam degree value JC as an initial value and causes traffic jam. It detects that it is not running.

The optimum shift speed determination means 12 determines the optimum shift speed Gc in the shift control for traffic congestion travel based on the detection of the traffic jam travel detection means 13. The optimum shift speed Gc is determined by prohibiting the shift to the lowest shift speed, that is, 2-1 downshift, and is set as the shift control for traveling in a traffic jam.
That is, when the shift speed Gb determined by the normal shift speed determination means 14 is determined to be the first speed from the second speed or higher, for example, the optimum shift speed Gc is the second speed.

A throttle opening sensor 4 is connected to the optimum gear position judging means 12, and for example, the driver applies a predetermined torque or more (for example, the accelerator opening is 30% or more) during traffic congestion (first 1) or more than a predetermined time (for example, 0.
A desired case (3 seconds or more) is detected based on the throttle opening sensor 4, and the prohibition of 2-1 downshift is temporarily released.

Then, the shift output means 11 outputs the optimum shift speed Gc determined by the optimum shift speed determination means 12 to the automatic shift mechanism 3 as a shift command. As described above, the gear shift control device 1 performs the gear shift control for the traffic jam traveling when it is detected that the traffic traveling is the traffic jam. In addition, the optimum gear G
c is a shift command value for shifting the automatic transmission mechanism 3, and when the optimum shift speed Gc is output, the automatic transmission mechanism 3 is shifted through a hydraulic control device (not shown) or the like, and the current shift speed is changed. It becomes stage Ga. That is, since the shift of the automatic transmission mechanism 3 is not executed immediately after the optimum shift stage Gc is changed,
The current shift speed Ga is the optimum shift speed Gc before being changed, and when the automatic transmission 3 is subsequently shifted, the current shift speed Ga becomes the same as the optimum shift speed Gc.

Here, the shift map 16 which is an example of a predetermined shift condition will be described with reference to FIG. FIG. 6 is a shift map 1 which is an example of predetermined shift conditions.
FIG. 6 is a shift diagram showing No. 6; As described above, the control unit 10 stores in advance a so-called shift map 16 which is a shift diagram as shown in FIG. The shift point that serves as a reference when shifting is detected based on the throttle opening θd and the speed V, and is indicated by a solid line 1-2, 2-3, 3- in the figure.
Points 4 and 4-5 crossing in the right direction from the left direction in the drawing, which is the direction in which the speed V increases and the direction in which the throttle opening θd decreases, are 1-2, 2-3, 3-4, 4 respectively. -5 It becomes the shift point of upshift, and it is 5-4, 4 shown by the broken line in the figure
5-4, 4-points that cross -3, 3-2, 2-1 in the direction in which the wheel rotation speed N decreases and the direction in which the throttle opening θd increases in the left direction from the right direction in the drawing 3,3-
It becomes the shift point of 2,2-1 downshift.

Next, the control of the shift control device 1 will be described with reference to FIG.
And it demonstrates along FIG. FIG. 2 is a flowchart showing the control of the shift control device 1 for an automatic transmission according to the present invention. First, for example, when the engine is started by the driver, control of the shift control device 1 is started (S100). Then, the normal gear position determination means 14 causes the throttle opening sensor 4
The throttle opening θd, the vehicle speed V from the vehicle speed sensor 5 and the shift range selected by the shift lever 15 are detected, and the shift map 16 is referred to based on the throttle opening θd, the vehicle speed V and the shift range. Thereby, the gear stage Gb for normal traveling is determined and output to the traffic jam traveling detecting means 13 (S200).

Subsequently, the traffic jam running detection means 13 executes a traffic jam running detection routine, which will be described later, and detects whether the traffic is running in traffic jam based on the running state of the running section Cn (S3).
00). Then, the optimum shift stage determination means 12 performs an optimum shift stage determination routine, which will be described later, based on the detection of the traffic jam running detection means 13, and determines and outputs the optimum shift stage Gc (S400). Then, the shift output means 11 outputs the optimum shift speed Gc to the automatic transmission 3 as a shift command (S5).
00) and returns to the start S100 (S60
0).

Next, the above-mentioned traffic jam detection routine S300
Will be described with reference to FIG. FIG. 3 is a flowchart showing a traffic jam detection routine. The traffic jam detection means 13 starts the traffic jam detection routine (S3).
01) First, based on the throttle opening sensor 4 and the vehicle speed sensor 5, in the traveling section Cn, the accelerator is not stepped on from the start of traveling (accelerator opening θd = 0%) for 5 seconds (fourth predetermined time) or more. It is determined whether or not the traveling condition is satisfied (S302).

If the condition of S302 is met, the congestion degree value JC is incremented by "10" (S303) and the process proceeds to step S304. In other words, if the condition of S302 is satisfied, so-called creep running is performed for 5 seconds or more from the start of running, and it is difficult to occur, for example, when running after waiting for a signal, and it is possible that traffic running is congested. Since the property is high, a relatively large value “10” is added to the congestion degree value JC. If the condition of S302 is not met,
The process directly proceeds to step S304.

In step S304, the traveling section Cn is determined based on the throttle opening sensor 4 and the vehicle speed sensor 5.
Then, the average accelerator opening degree θdav1 of the traveling section Cn is equal to the first average accelerator opening degree threshold value θdav1 _lim (10
%) Or less, and the maximum vehicle speed Vmax in the traveling section Cn is equal to or less than the maximum vehicle speed threshold Vmax _lim (30 km / h) and travels for 5 seconds (second predetermined time) or more. .

If the condition of S304 is satisfied, the congestion degree value JC is incremented by "10" (S305), and the process proceeds to step S306. That is, when the condition of S304 is satisfied, for example, it is highly likely that the vehicle speed and the required torque will be high at the start of traveling after waiting for a signal, whereas the vehicle may be in a traffic jam traveling with a low vehicle speed and a required torque. Because it is highly
A relatively large value "10" is added to the congestion degree value JC. If the condition of S304 is not satisfied, the process directly proceeds to step S306.

In step S306, the traveling section Cn is determined based on the throttle opening sensor 4 and the vehicle speed sensor 5.
, The average accelerator opening θdav2 is equal to or less than the second average accelerator opening threshold θdav2 _lim (10%), the vehicle speed V is equal to or more than the first vehicle speed threshold V _{lim 1} (2 km / h), and the second vehicle speed threshold is It is determined whether or not the condition of V _lim2 (30 km / h) or less continues for 60 seconds (third predetermined time) or longer, which is a relatively long time, for the condition.

If the condition of S306 is met, the congestion degree value JC is incremented by "5" (S307), and the process proceeds to step S308 which will be described later. That is, when the condition of S306 is satisfied, since the vehicle is so-called trotting for 60 seconds or more, which is a relatively long time, it is unlikely that the vehicle is traveling in an urban area, for example, and the traveling may be congested. Given that there is a relatively small value for the congestion degree value JC, "5"
Is added. Note that, in such a so-called trotoro running for a relatively long time, since it is in a state in which frequent shifts are unlikely to occur, the influence on the riding comfort is small even if it is not detected that the vehicle is running in a traffic jam, and the traffic congestion degree value JC. Is added with a relatively small value “5”. If the condition of S306 is not satisfied, the process proceeds directly to step S308.

In step S308, it is determined whether or not the condition that the congestion degree value JC has not been added even once in steps S303, S305, and S307 and that the vehicle has run for 5 seconds or more is met. If the condition of step S308 is met, the congestion degree value JC is decremented by "10" (S
309), and proceeds to step S310. In other words, when the condition of step S308 is satisfied, the conditions of steps S302, S304, and S306 are not satisfied, and there is a high possibility that the vehicle is not traveling in a traffic jam. Therefore, the value is relatively larger than the traffic jam degree value JC. Subtract "10". If the condition of step S308 is not satisfied (that is, the congestion degree value JC has been added once), the process directly proceeds to step S310.

In step S310, based on the throttle opening sensor 4, it is determined whether the accelerator opening θd is equal to or more than the accelerator opening threshold θd _lim (40%). If the condition of step S310 is met, the congestion degree value JC is set to the initial value "0" (S3
11) and proceeds to step S312. That is, even if the accelerator opening degree θd is once, the accelerator opening degree threshold value θd _lim (40
%) Or more, there is a high possibility that the vehicle is not in a traffic jam, and it is also in a high demand torque state. Therefore, by setting the traffic jam degree value JC to the initial value “0”, Try to detect that it is not in a traffic jam. If the condition of step S310 is not satisfied, the process directly proceeds to step S312.

In step S310, although not shown, the accelerator opening θd is the accelerator opening threshold θd.
It is desirable to set a condition that _lim (40%) or more and continue for a predetermined time or more (for example, 0.1 second or more) as a condition, thereby preventing erroneous determination due to, for example, noise or the like, and ensuring a high demand. It can be determined that it is in the torque state.

In step S312, a predetermined shift range (for example, D range) is set based on the shift lever 15.
It is determined whether it is other than. If it is outside the predetermined shift range, the congestion degree value JC is set to the initial value "0" (S313), and the process proceeds to step S314. That is,
In case of other ranges (eg P, R, N, S, L
In the case of a range, etc.), it is not necessary to perform the shift control for running in a traffic jam, so the traffic jam degree value JC is set to the initial value "0".
By doing so, it is detected that the vehicle is not traveling in a traffic jam. If the condition of step S312 is not satisfied (for example, the D range), the process directly proceeds to step S314.

When the process proceeds to step S314, the congestion degree value J
C is a traffic congestion start threshold value (first traffic congestion degree value threshold value) “3
It is determined whether or not it is "0" or more. In the first state in which the control of the traffic jam running detection routine S300 is started, the traffic jam degree value JC is equal to or less than “30” regardless of the increase / decrease, so the routine proceeds to step S316, and the traffic jam degree value JC is set to the traffic jam running end threshold value (second Traffic congestion degree threshold value) of "20" or less, the traffic congestion mode is turned off (S317) and the process returns (S318).

While the traffic congestion running routine S300 is being repeated, the traffic congestion degree value JC is set to steps S302 and S3.
04, S306 conditions, step S303, S
305, S307 is added and when the process proceeds to step S314 in the state of "30" or more, the traffic jam mode JM is turned on.
Then, (S315), the traffic jam traveling detection means 13 detects that the traffic jam is traveling.

After that, the congestion degree value JC is changed to step S30.
When the condition 8 is satisfied and the value is subtracted in step S311 and is equal to or less than “30” and the process proceeds to step S314, the process proceeds to step S316 to determine whether the congestion degree value JC is equal to or less than “20”. If the congestion degree value JC is not equal to or less than "20" in step S316, the congestion mode is ON, the process proceeds to step S318, and the congestion traveling routine S300 is repeated. This is the traffic jam mode ON
This is to prevent frequent ON / OFF.
For example, in a case where the vehicle normally runs temporarily in a traffic jam and then travels again in a traffic jam, the traffic jam mode JM can be maintained in the ON state.

If the congestion degree value JC repeatedly meets the condition of step S308 and is repeatedly subtracted in step S311 and is equal to or less than "20", or if the conditions of steps S310 and S312 are satisfied, the congestion degree value J
If C is the initial value "0", step S
When proceeding to 316, the traffic jam mode JM is turned off (S317), and the traffic jam detection means 13 detects that the traffic is not traffic jam.

As described above, the traffic jam running detection means 13 detects traffic jam running based on the running status of the running section Cn between the start of running and the running stop, and does not use the data of the stopped status. For example, it is possible to accurately detect a congested traveling based on the difference between the traveling state after waiting for a traffic light, the traveling state in an urban area, and the congested traveling state. In particular, after the start of traveling, the vehicle is in a high vehicle speed and a high required torque state in the normal traveling after waiting for a signal, whereas the vehicle is in a low vehicle speed and a low required torque state in a congested traveling (S302, S304, S3).
Since the traffic jam traveling is detected based on the condition (06), the traffic jam traveling can be accurately detected.

Further, since the traffic jam mode JM is set ON / OFF based on the traffic jam degree value JC, the traffic jam mode ON / OFF can be set accurately according to the degree of traffic jam running. Further, since the congestion degree value JC is determined based on the congestion traveling start threshold value and the congestion traveling end threshold value, the congestion degree value JC is increased / decreased even if there is a situation where the speed temporarily increases during the traffic congestion. Based on the above, it is possible to take into account the traveling state before that, that is, it is possible to prevent frequent switching of the traffic jam mode. Then, in each of the conditions of steps S302, S304, S306, and S308, the value is added when the vehicle travels for each predetermined time or more, so that it is possible to prevent an erroneous determination in the case of, for example, parking in the front, when the vehicle moves forward in a fine manner.

In the above-described traffic jam detection routine S300 according to the present embodiment, the value of each parameter (accelerator opening, vehicle speed, maximum vehicle speed, each predetermined time, congestion degree value, each threshold value thereof, etc.) This is an example for convenience of description, and is not limited to the above-mentioned values, but may be changed according to the performance of the vehicle or the output performance of the drive source.

Further, with respect to the threshold values under the above conditions,
For convenience of explanation, “above” and “below” are used, but “above” and “below” used in the embodiments of the present invention are included even if the values include the values of the respective thresholds. It may be a non-existent value (that is, as an example, the second congestion degree value or less is "20" or less (see S316),
It may be "20" or less or less than "20". ).

Next, the optimum shift stage determination routine S400 will be described with reference to FIG. FIG. 4 is a flowchart showing an optimum gear stage determination routine. When the optimum shift stage determination means 12 starts the optimum shift stage determination routine S400 (S401), first, it is determined whether or not it is detected that the vehicle is traveling in the congestion state by the congestion traveling detection routine S300, that is, the congestion mode JM is ON. It is determined whether there is any (S402).

First, in the following, the traffic jam mode JM is turned off by the traffic jam running detection routine S300 of the traffic jam running detecting means 13.
The case of setting to F will be described. In step S402, since the traffic jam mode JM is OFF, the process proceeds to step S404, and it is determined whether or not the gear shift stage Gb for the normal shift determined by the normal shift stage determination means 14 is the second speed or higher. It should be noted that the gear stage Gb for the normal gear shift means
It is a shift stage determined from the current throttle opening and the vehicle speed based on the shift map 16 which is a predetermined shift condition as shown in FIG.

In step S404, since the vehicle is in the first gear at the start of traveling, the process directly proceeds to step S406. However, in the initial state, the 2-1 downshift prohibition flag, which will be described later, is not ON (see S403).
The 2-1 downshift prohibition flag is OFF. Also,
When the vehicle speed V rises after the start of traveling and the speed Gb for normal traveling becomes the second speed or higher based on the shift map 16 in step S404 (see FIG. 6), the 2-1 downshift prohibition flag is turned off ( S405).

2-1 If the downshift prohibition flag is OFF, steps S406, S407, and
Steps S410, S412, S414 are sequentially performed, and step S
In 414, the optimum speed Gc is the speed G for normal traveling.
b, that is, the shift speed Ga of the automatic transmission mechanism 3 is controlled to shift normally. After that, step S
Proceed to 415 and return.

Next, the traffic jam mode JM is turned on by the traffic jam running detection routine S300 of the traffic jam running detecting means 13 below.
The case where it is set to N will be described. Traffic jam mode JM is O
If it is determined to be N (S402), the 2-1 downshift prohibition flag is turned on (S403), and the process proceeds to step S406.

In step S406, it is determined whether or not the 2-1 downshift prohibition flag is ON and the accelerator opening θd detected by the throttle opening sensor 4 is 30% or more. . When the accelerator opening θd is 30% or less, the step S406
If the countdown timer Tdw, which will be described later, is set or not set, the countdown timer Td is not set.
The setting of w is canceled and the process proceeds to step S410.

If the condition of step S406 is met, the traffic jam mode JM is ON and the accelerator opening θd is 30% or more. For example, the distance between the vehicle ahead and the vehicle ahead during traffic jam is For example, the vehicle is in a traffic jam, but the torque required by the driver is high (greater than or equal to a predetermined required torque). Therefore, first step S40
In step 8, it is determined whether the countdown timer Tdw has been set. In the first state, the countdown timer Tdw is not set, so step S40
Go to 9 and set the countdown timer Tdw to 300 m
The time is set to (0.3) seconds (first predetermined time) and the countdown is started.

After that, the process proceeds to step S410 to step S415, which will be described later, and returns to step S40.
Similarly, when the process proceeds from step 1 to step S406, it is determined again whether the condition of step S406 is met. When the condition of step S406 is satisfied, that is, when the torque required by the driver is high, the countdown timer Tdw is set because the countdown timer Tdw is set in step S409. It is determined that the setting has been completed (S40
8) and proceeds to step S410.

The countdown timer Tdw continues counting down, and it is determined in step S410 whether the countdown timer Tdw has become 0 or not.
When the countdown timer Tdw is not 0, the process directly proceeds to step S412 and later described below,
The above control is repeated. After that, when the countdown timer Tdw finishes counting down and becomes 0, in step S410, the countdown timer Tdw is reached.
Is determined to be 0, the 2-1 downshift prohibition flag is turned off (S411).

When the 2-1 shift-down prohibition flag is OFF, the program proceeds to S412 and S414 as described above, and in step S414, the optimum gear stage Gc is set to the gear stage Gb for normal traveling, that is, the automatic gear shift. The gear shift stage Ga of the mechanism is subjected to gear shift control in a normal traveling state. Then, it progresses to step S415 and returns. That is,
When the accelerator opening θd is 30% or more for 300 ms, the torque required by the driver is high. Therefore, the 2-1 downshift prohibition flag is set to OFF to change the speed for normal traveling. The gear shift control is performed based on the gear Gb to temporarily bring the gear into a state in which the first gear can be achieved (a state in which the prohibition of the shift to the lowest gear is released).

On the other hand, while the above control is being repeated, if it is determined that the accelerator opening θd is 30% or less before the countdown timer Tdw becomes 0 or even after the countdown timer Tdw becomes 0. (S
406), the setting of the countdown timer Tdw is canceled (S407). As a result, the countdown timer T
Since dw never becomes 0 (S410), the process proceeds to step S412 without proceeding to step S411, that is, the 2-1 downshift prohibition flag remains ON.

In step S412, the 2-1 downshift prohibition flag is ON, the current shift speed Ga (of the automatic transmission mechanism 3) is the second speed or higher, and the normal shift speed determination means 14 determines. Gb for normal driving
It is determined whether or not the condition of 1st gear is met. If step S412 is reached, the optimum gear Gc is set to the second speed (S413). That is, when the traffic jam detection is detected by the traffic jam detection means 13, from the state in which the gear Ga of the automatic transmission mechanism 3 is, for example, the second speed or higher,
Even if the vehicle speed decreases and the normal shift stage determination means 14 determines to shift to the first shift stage, the 2-1 downshift is prohibited and the second shift stage is maintained. As a result, it is possible to prevent frequent shifts during traffic congestion and improve riding comfort.

Further, when the traffic jam traveling is detected by the traffic jam traveling detecting means 13 and the traffic jam mode JM is ON but the condition of the step S412 is not satisfied, the routine proceeds to step S414, where the optimum condition is obtained. The gear stage Gc is a gear stage Gb for normal traveling. That is, the above step S4
When the condition No. 12 is not satisfied, for example, in the state in which the speed Gb for normal traveling is the second speed or higher, 2-1 downshift does not occur, and therefore, based on the speed Gb for normal traveling, There is no problem even if a shift command is issued to the automatic transmission mechanism 3. Further, for example, the gear G of the automatic transmission mechanism 3
When a is the first speed, the shift is to set the optimum speed Gc to the second speed, so the speed change control is performed based on the speed Gb for normal traveling, and then the automatic speed change mechanism 3 operates. After the shift speed Ga becomes equal to or higher than the second speed, as described above, 2-
1 Downshift prohibited.

Next, the traffic jam mode JM is turned ON from ON by the traffic jam running detection routine S300 of the traffic jam running detecting means 13.
The case of FF will be described. For example, if the 2-1 downshift prohibition flag is turned OFF when the traffic jam mode JM is switched from ON to OFF, and the gear stage Gb for normal traveling is the first gear stage, the optimum gear stage Gc is set to 1 rather than the second gear stage. The gear shifts to the first gear, that is, the automatic transmission 3 is downshifted from the second gear to the first gear. Then, there is a possibility that the driver may feel uncomfortable by causing a shift that is not intended (anticipated) by the driver. Therefore, the downshift is prohibited by the optimum shift stage determination routine S400 until the shift stage Gb for normal traveling reaches the second speed or higher. The details will be described below.

When the traffic jam mode JM is switched from ON to OFF, the process proceeds from step S402 to step S404. At this time, the traffic jam mode JM is switched from ON to OFF.
Since it has just become, it is assumed that the current shift speed Ga is the second speed. As described above, in step S404,
It is determined whether or not the gear Gb for normal traveling is the second speed or higher. That is, the automatic transmission mechanism 3 is set to the gear G for normal traveling.
Based on b, it is determined whether or not a downshift will occur if the shift control for normal traveling is performed.

If it is determined in step S404 that the speed Gb for normal traveling is not equal to or higher than the second speed, that is, if the speed Gb for normal traveling is the first speed and the shift control for normal driving is performed, the downshift is performed. If the error occurs, the process directly proceeds to step S406 and the 2-1 downshift prohibition flag is maintained in the ON state. After that, when the above-described steps S406 to S411 are processed and the process proceeds to step S412, the 2-1 downshift prohibition flag is ON, the current shift speed Ga is the second speed or higher, and at step S404. As determined, since the speed range Gb for normal traveling is the first speed, the optimum speed range Gc is set to 2
The speed is set (S413). As a result, the automatic transmission 3
It is possible to prevent an unintended downshift from occurring.

If it is determined in step S404 that the speed Gb for normal traveling is the second speed or higher, that is, if the downshift does not occur even if the shift control for normal traveling is performed, the process proceeds to step S405. The 2-1 downshift prohibition flag is turned off. Then, similarly, step S4
When proceeding to 12, the 2-1 downshift prohibition flag is OFF
Therefore, the process proceeds to step S414, and the optimum speed Gc is set to the speed Gb for normal traveling. That is, the shift control for the traffic jam traveling is terminated, and thereafter, the shift control for the normal traveling is performed. That is, after the traffic jam mode JM is turned off, the shift control for normal traveling is performed once the speed Gb for normal traveling becomes the second speed or higher. After that, after that, the shift speed Gb for normal traveling is set.
When the gear shifts to the 1st gear, the automatic transmission mechanism 3 also shifts to the 1st gear, so that the downshift that the driver does not intend (anticipates) does not occur.

As described above, the optimum gear position determination means 12 is
Since the traffic jam detection unit 13 determines the optimum gear stage Gc based on the detection of traffic jam, it is possible to prevent frequent shifts and improve the riding comfort. Even if the traffic jam traveling is detected by the traffic jam traveling detecting means 13, when the accelerator opening θd is 30% or more and the required torque or more continues for 300 ms or more, the traffic is temporarily 2 Since the -1 shift-down prohibition is released, the requested torque can be met.

In step S406, the accelerator opening θd is set to "30%" or more, but this is not limited to "30%", and the accelerator opening threshold value in the above-described traffic jam detection routine S300 is set. θd
_Any suitable value smaller than _lim may be used. Similarly, in step S409, the countdown timer Tdw is set to "300 msec", but the countdown timer Tdw is not limited to "300 msec" and may be any appropriate time.

Next, the control of the shift control device 1 for an automatic transmission according to the present invention will be described with reference to a simple running example shown in FIG. FIG. 5 is a diagram showing an example of a case where a traffic waiting is followed by a traffic waiting, (a) is a time chart showing a congestion degree value JC, (b) is a time chart showing a congestion mode JM, and (c) is A time chart showing the accelerator opening θd,
(D) is a time chart showing the vehicle speed V. In the traveling example shown in FIG. 5, traveling from time t0 to time t9 (traveling section C1 to traveling section C5) shown in section A is congestion traveling, and from time t10 shown in section B to time t16 (from traveling section C6 The traveling in the traveling section C8) is traveling waiting for a signal.

Since the shift control device 1 for an automatic transmission according to the present invention detects a congested travel based on the travel section Cn between the start of travel and the stop of travel as described above, FIG. Time points t1 to t2, time points t3 to t4,
Time points t5 to t6, time points t7 to t8, time points t9 to t10,
Time points t11 to t12, time points t13 to t14, time point t15
The state where the vehicle is stopped from t16 to t16 is omitted.
Further, in the traveling example shown in FIG. 5, it is assumed that the shift range is maintained in the D range.

First, in the traveling section C1 in which the vehicle starts traveling at time t0 and stops traveling at time t1, for example, the driver steps on the accelerator like the accelerator opening degree θd shown in FIG. The vehicle speed V shown in (d) is obtained. Then, in the traveling section C1, the traffic jam traveling detection means 13 performs the traffic jam traveling detection routine S300 based on the throttle opening sensor 4 and the vehicle speed sensor 5.

In the congestion traveling detection routine S300, the conditions of the steps S302 and S306 are not satisfied (the creep traveling is not performed and the vehicle is not traveling for 60 seconds or more), but the traveling section C1 is the traveling section. The average accelerator opening degree θdav1 of C1 is equal to or less than a first average accelerator opening degree threshold value θdav1 _lim (10%), and the maximum vehicle speed Vmax1 of the traveling section C1 is equal to or less than the maximum vehicle speed threshold Vmax _lim (30 km / h), And since it is running for 5 seconds or more (see FIGS. 5 (c) and 5 (d)),
It corresponds to the condition of S304. Therefore, "10" is added to the congestion degree value JC (S305).

Since the congestion degree value JC is added, S3
The condition of step S310 is not satisfied, and the accelerator opening degree θd of the traveling section C1 is equal to or less than the accelerator opening degree threshold value θd _lim (40%). Therefore, the condition of step S310 is not satisfied.
Since the shift range is maintained in the D range and the condition of step S312 is not satisfied, the congestion degree value JC is set to "10" as shown in FIG. 5 (a). Since the congestion degree value JC is "10", the congestion degree value JC is equal to or less than the traffic congestion start threshold value "30" (S314) and equal to or less than the traffic congestion travel end threshold value "20" (S316).
As shown in (b), the traffic jam mode JM is OFF (S
317).

Therefore, as described above, the optimum shift speed determination means 12 sets the optimum shift speed Gc to the shift speed Gb for normal traveling by the optimum shift speed determination routine S400, and the shift output means 11 sets the shift speed Gb for normal traveling. Is output to the automatic transmission 3. That is, the gear shift control device 1 performs gear shift control as normal traveling.

Next, in the traveling section C2 in which the traveling is started at the time t2 and stopped at the time t3, the accelerator opening θd shown in FIG. 5C and the vehicle speed V shown in FIG. Then, in the traveling section C2, the traffic jam traveling detection means 13 executes the traffic jam traveling detection routine S300.

In the congestion traveling detection routine S300, as in the traveling section C1, in the traveling section C2, the conditions of steps S302 and S306 are not satisfied, but in the traveling section C2, the average accelerator of the traveling section C2. The opening θdav1 is the first average accelerator opening threshold θd
av1 _lim (10%) or less, and the traveling section C
The maximum vehicle speed Vmax2 of 2 is the maximum vehicle speed threshold Vmax _lim
Since it is (30 km / h) or less and is traveling for 5 seconds or more (see FIGS. 5C and 5D), the condition of S304 is satisfied. Therefore, "10" is added to the congestion degree value JC (S305).

Similarly, since the congestion degree value JC is added, the condition of S308 is not satisfied, and the accelerator opening θd of the traveling section C2 is equal to the accelerator opening threshold θd _lim (40
%) Or less, the condition of step S310 is not satisfied, and further, since the shift range is maintained at the D range, the condition of step S312 is not satisfied.
As shown in (a), "10" is added by the travel section C2 to "10" that the congestion degree value JC is added by the travel section C1 to determine "20". Since the congestion degree value JC is "20", the congestion degree value JC is equal to or less than the traffic congestion start threshold value "30" (S314) and equal to or less than the traffic congestion travel end threshold value "20" (S316). ), The traffic jam mode JM is OFF (S317).
Therefore, similarly to the traveling section C1, the shift control device 1
Performs shift control as normal traveling.

Subsequently, in the traveling section C3 in which the traveling is started at the time t4 and stopped at the time t5, the accelerator opening degree θd shown in FIG. 5C and the vehicle speed V shown in FIG. Then, in the traveling section C3, the traffic jam traveling detection means 13 executes the traffic jam traveling detection routine S300.

In the traffic jam running detection routine S300, in the running section C3, the steps S302 and S3 are executed.
Although the condition of 04 is not _satisfied (the vehicle is not creeping and the vehicle speed V exceeds the vehicle speed threshold V _lim1 ), in the traveling section C3, from the time point ta of the traveling section C3 to the time point t.
Average accelerator opening θdav2 for 60 seconds shown in b
Is the second average accelerator opening threshold θdav2 _lim (10
%) _Or less, and the vehicle speed V of the traveling section C3 is equal to or higher than the first vehicle speed threshold V _lim1 (2 km / h) and equal to or lower than the second vehicle speed threshold V _lim2 (30 km / h). Since it occurs more frequently and continues for 60 seconds as shown by time tb (see FIGS. 5C and 5D), S306.
Corresponds to the condition of. Therefore, "5" is added to the congestion degree value JC (S307).

Similarly, since the congestion degree value JC is added, the condition of S308 is not satisfied, and the accelerator opening θd of the traveling section C3 is equal to the accelerator opening threshold θd _lim (40
%) Or less, the condition of step S310 is not satisfied, and further, since the shift range is maintained at the D range, the condition of step S312 is not satisfied.
As shown in (a), the congestion degree value JC is added to the traveling section C1 and the traveling section C2, and the traveling section C3 is added to "20".
Thus, "5" is added and "25" is confirmed. Since the congestion degree value JC is "25", the congestion degree value JC is equal to or less than the traffic congestion start threshold value "30" (S314) and is equal to or greater than the traffic congestion travel threshold value "20" (S31).
6) Since the traffic jam mode JM is still OFF in the traveling section C2, the traffic jam mode JM is OFF as shown in FIG. 5B (S317). Therefore, similarly to the traveling sections C1 and C2, the shift control device 1 performs shift control as normal traveling.

Next, in the traveling section C4 in which the vehicle starts traveling at time t6 and stops traveling at time t7, the accelerator opening θd shown in FIG. 5C and the vehicle speed V shown in FIG. Then, in the traveling section C4, the traffic jam traveling detection means 13 executes the traffic jam traveling detection routine S300.

In the traffic congestion running detection routine S300, in the running section C4, as in the running sections C1 and C2,
Although the conditions of steps S302 and S306 are not satisfied, in the traveling section C4, the average accelerator opening degree θdav1 of the traveling section C4 is the first average accelerator opening degree threshold value θda.
v1 _lim (10%) or less, and the traveling section C4
Maximum vehicle speed Vmax4 is the maximum vehicle speed threshold Vmax
_{Since lim} (30 km / h) or less and traveling for 5 seconds or more (see FIGS. 5C and 5D), S304
Corresponds to the condition of. Therefore, the congestion degree value JC is set to "10".
Add (S305).

Similarly, since the congestion degree value JC is added, the condition of S308 is not satisfied, and the accelerator opening θd of the traveling section C2 is equal to the accelerator opening threshold θd _lim (40
%) Or less, the condition of step S310 is not satisfied, and further, since the shift range is maintained at the D range, the condition of step S312 is not satisfied.
As shown in (a), the congestion degree value JC is added to the traveling section C1 to the traveling section C3, and the traveling section C4 is added to "25".
Thus, "10" is added and "35" is determined.

Here, since the congestion degree value JC is "35", the congestion degree value JC is equal to or higher than the congestion start threshold value "30" (S314), and the congestion mode JM is turned on (S315). Then, as shown in FIG. 5B, the traffic jam mode JM is ON. Therefore, the optimum shift speed determination means 12 selects the optimum shift speed Gc as the lowest shift speed (first speed) by the optimum shift speed determination routine S400. Shift characteristics that are difficult to be controlled (specifically, the above-described optimum shift speed determination routine S400
The shift output means 11 outputs the optimum shift stage Gc to the automatic shift mechanism 3. That is, the shift control device 1 performs the shift control as traveling in a traffic jam.

Subsequently, in a traveling section C5 in which the vehicle starts traveling at time t8 and stops traveling at time t9, the accelerator opening θd shown in FIG. 5C and the vehicle speed V shown in FIG. Then, in the traveling section C5, the traffic jam traveling detection means 13 executes the traffic jam traveling detection routine S300.

In the congestion traveling detection routine S300, in the traveling section C5, in the traveling section C3, the accelerator is not stepped on from the time t8 when the traveling is started, the accelerator opening degree θd is 0%, and the vehicle travels for 5 seconds or more. (Fig. 5
(See (c) and (d)), the condition of S302 is satisfied, and the average accelerator opening θdav1 of the traveling section C5 is the first average accelerator opening threshold θdav1 _lim (10%).
And the maximum vehicle speed Vmax4 of the traveling section C5
Is equal to or less than the maximum vehicle speed threshold Vmax _lim (30 km / h) and has traveled for 5 seconds or more (see FIGS. 5C and 5D), the condition of S304 is satisfied, and further, the travel section C5 Average accelerator opening θ for any 60 seconds
dav2 is the second average accelerator opening threshold θdav2
_lim (10%) or less and the vehicle speed V of the traveling section C5 is not less than the first vehicle speed threshold V _lim1 (2 km / h),
Since the state of being equal to or lower than the second vehicle speed threshold V _lim2 (30 km / h) continues for the arbitrary 60 seconds (FIG. 5).
(See (c) and (d)), which corresponds to the condition of S306.
That is, since all the conditions of steps S302, S304, and S306 are satisfied, steps S303, S305, and S
"25", which is the sum of all congestion degree values JC at 307
Is added.

Similarly, since the congestion degree value JC is added, the condition of S308 is not satisfied, and the accelerator opening θd of the traveling section C5 is equal to the accelerator opening threshold θd _lim (40
%) Or less, the condition of step S310 is not satisfied, and further, since the shift range is maintained at the D range, the condition of step S312 is not satisfied.
As shown in (a), the traffic congestion degree value JC is added to the travel section C1 to the travel section C4, and the travel section C5 is added to "35".
By this, "25" is added and "60" is determined.

Since the congestion degree value JC is "60", the congestion degree value JC is the same as the congestion traveling start threshold value "3" here as well.
0 "or more (S314), the traffic jam mode JM is turned on (S315). Then, similarly, as shown in FIG. 5B, the traffic jam mode JM is ON, and the optimum shift stage determination means 12 sets the optimum shift stage Gc to a shift characteristic that makes it difficult to select the minimum shift stage (first shift stage), The output means 11 outputs the optimum gear stage Gc to the automatic transmission mechanism 3. That is, the shift control device 1 performs the shift control as traveling in a traffic jam.

Next, in the traveling section C6 in which the traveling is started at time t10 and stopped at time t11,
The accelerator opening degree θd shown in FIG. 5 (c) and the vehicle speed V shown in FIG. 5 (d) are obtained, and in the traveling section C6, the traffic jam running detection means 13 causes the traffic jam running detection routine S300.
I do. As described above, the traveling after the traveling section C6 (section B) is the signal waiting traveling.

In the congestion traveling detection routine S300, the accelerator opening θd is 0% or more in the traveling section C6 (see S302), and the average accelerator opening θdav1 in the traveling section C6 is the first average accelerator opening. Degree threshold θ
When dav1 _lim (10%) or more, the maximum vehicle speed Vmax6 in the traveling section C6 is the maximum vehicle speed threshold Vmax _lim (30
(km / h) or more (see S304), and further, the average accelerator opening θ in any 60 seconds of the traveling section C6.
dav2 is the second average accelerator opening threshold θdav2
_{A state in which} the vehicle speed V of the traveling section C6 is equal to or higher than the first vehicle speed threshold V _{lim 1} (2 km / h) and equal to or lower than the second vehicle speed threshold V _lim2 (30 km / h) at _lim (10%) or more,
Since it has not continued for any 60 seconds (see S306),
That is, the conditions of steps S302, S304, and S306 are not satisfied, and the congestion degree value JM is not added.

Then, since the congestion degree value JC is not added and the vehicle is traveling for 5 seconds or more, the congestion degree value JC is set to "1".
0 "is subtracted. Further, the accelerator opening θd of the traveling section C6
Is less than the accelerator opening threshold value θd _lim (40%), the condition of step S310 is not satisfied, and the shift range is maintained in the D range, so the condition of step S312 is not satisfied. As shown in the figure, the congestion degree value JC is added from the traveling section C1 to the traveling section C5, and the congestion degree value "60" is subtracted from the traveling section C6 by "10" to determine "50".

Since the congestion degree value JC is "50", the congestion degree value JC is also the congestion traveling start threshold value "3" here.
0 "or more (S314), the traffic jam mode JM is turned on (S315). Then, similarly, as shown in FIG. 5B, the traffic jam mode JM is ON, and the optimum shift stage determination means 12 sets the optimum shift stage Gc to a shift characteristic that makes it difficult to select the minimum shift stage (first shift stage), The output means 11 outputs the optimum gear stage Gc to the automatic transmission mechanism 3. In other words, although the vehicle is waiting for a signal, in this state, the shift control device 1
Performs shift control as traffic congestion.

Subsequently, in the traveling section C7 in which the traveling is started at the time t12 and stopped at the time t13, the accelerator opening degree θd shown in FIG.
The vehicle speed V becomes as shown in (d), and in the traveling section C7, the traffic jam running detection means 13 executes the traffic jam running detection routine S300.

In the congestion traveling detection routine S300, the accelerator opening θd is 0% or more in the traveling section C7 (see S302), and the average accelerator opening θdav1 in the traveling section C6 is the first average accelerator opening. Degree threshold θ
dav1 _lim (10%) or more (see S304), and further, the average accelerator opening θdav2 in any 60 seconds of the traveling section C7 is the second average accelerator opening threshold θdav2 _lim (10%) or more, Traveling section C
The vehicle speed V of 7 is the first vehicle speed threshold V _lim1 (2 km / h)
As described above, the state of being equal to or lower than the second vehicle speed threshold V _lim2 (30 km / h) has not continued for any 60 seconds (S
306), that is, steps S302 and S30 described above.
4, the condition of S306 is not satisfied, and the congestion degree value JC is not added.

Then, since the congestion degree value JC is not added and the vehicle is traveling for 5 seconds or more, the congestion degree value JC is set to "1".
0 "is subtracted. Further, the accelerator opening θd of the traveling section C7
Is less than the accelerator opening threshold value θd _lim (40%), the condition of step S310 is not satisfied, and the shift range is maintained in the D range, so the condition of step S312 is not satisfied. As shown, the congestion degree value JC is increased or decreased from the traveling section C1 to the traveling section C6 by "10" by the traveling section C7 to the congestion degree value "50" to determine "40".

Here, since the traffic jam degree value JC is "40", the traffic jam mode JM is not turned on but the traffic jam mode JM is turned on. Then, similarly, as shown in FIG.
As shown in (b), the traffic jam mode JM is ON, and the optimum shift speed determination means 12 sets the optimum shift speed Gc to the minimum shift speed (1
The speed change output means 1 has a speed change characteristic that is hard to be selected as a speed stage.
1 outputs the optimum shift speed Gc to the automatic speed change mechanism 3. In other words, although the vehicle is waiting for a signal, the shift control device 1 performs the shift control even in this state as traffic congestion.

Then, in the traveling section C8 in which the traveling is started at the time t14 and stopped at the time t15, the accelerator opening degree θd shown in FIG.
The vehicle speed becomes V as shown in (d), and in the traveling section C8, the traffic jam running detection means 13 executes the traffic jam running detection routine S300.

In the congestion traveling detection routine S300, in the traveling section C8, the driver demands a higher required torque, and the accelerator opening θd becomes the accelerator opening threshold θd.
_lim or more (40% or more). Then, the congestion degree value JC is set to the initial value "0" (S311).

Here, since the congestion degree value JC is "0", the congestion degree value JC is equal to or less than the traffic congestion start threshold value "30" (S314), and is equal to or less than the traffic congestion travel end threshold value "20". Mode JM is turned off (S31
7). Then, as shown in FIG. 5B, the traffic jam mode JM
Is OFF, the optimum shift speed determination means 12 sets the optimum shift speed Gc as the shift speed Gb for normal traveling, and the shift output means 11
Outputs the optimum gear stage Gc to the automatic transmission mechanism 3. That is, the shift control device 1 detects that the vehicle is waiting for a signal, and performs the shift control as the normal traveling. Note that, as described above, when the traffic jam mode JM is switched from ON to OFF, the downshift that is not intended (anticipated) by the driver is controlled so as not to occur.

After that, the traveling after time t16 is controlled based on the congestion traveling detection routine S300 and the optimum shift stage determination routine S400 as described above, and the shift control device 1 increases or decreases the congestion degree value JC. The gear Gc is judged and the shift control is performed as the normal traveling or the congested traveling.

As described above, the shift control device 1 for an automatic transmission according to the present invention detects a traffic jam traveling based on the traveling section Cn between the start of traveling and the stop of traveling, and based on the detection result. Since the optimum gear stage Gc is determined, it is possible to accurately detect that the vehicle is traveling in a traffic jam and perform the shift control for traveling in a traffic jam. Further, since it is detected that the vehicle is traveling in a traffic jam based on the case where the traveling state in the traveling section Cn is a low vehicle speed and a low required torque, for example, a high vehicle speed and a high required torque state after the start of traveling in a signal waiting traveling or the like can be obtained. On the other hand, it is possible to accurately distinguish between them and to accurately detect traffic congestion.

In this embodiment, the gear shift control device 1 first determines the gear stage Gb for normal traveling, and prohibits the shift to the lowest gear stage when it is detected that the vehicle is traveling in a traffic jam. Although the optimum shift speed is used, as in the known technology, after the traffic congestion is detected first, the shift map for normal travel is changed to the shift map for traffic jam, and the optimum shift speed is changed according to the changed shift map. May be determined.

[Brief description of drawings]

FIG. 1 is a block diagram showing a shift control device for an automatic transmission according to the present invention.

FIG. 2 is a flowchart showing control of a shift control device for an automatic transmission according to the present invention.

FIG. 3 is a flowchart showing a traffic jam running detection routine.

FIG. 4 is a flowchart showing an optimum shift stage determination routine.

FIG. 5 is a diagram showing an example of a case where a traffic signal is followed by traffic waiting, (a) is a time chart showing a congestion degree value, (b) is a time chart showing a congestion mode, and (c) is a diagram.
Is a time chart showing the accelerator opening, and (d) is a time chart showing the vehicle speed.

FIG. 6 is a shift diagram showing a shift map which is an example of predetermined shift conditions.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Shift control device of automatic transmission 11 Shift output means 12 Optimal shift stage determination means 13 Congestion running detection means 14 Normal shift stage determination means 16 Predetermined shift condition Cn From running start to running stop (running section) Gc Optimum shift speed Gb Shift speed for normal driving JC Congestion degree value JC _lim1 First congestion degree threshold value JC _lim2 Second congestion degree threshold value θd accelerator opening θd _lim accelerator opening threshold θdav1 average accelerator opening θdav1 _lim first Average accelerator opening threshold θdav2 Average accelerator opening θdav2 _lim Second average accelerator opening threshold V vehicle speed V _lim1 First vehicle speed threshold V _lim2 Second vehicle speed threshold Vmax Maximum vehicle speed Vmax _lim Maximum vehicle speed threshold

Continued front page    (72) Inventor Masakatsu Iwase             10 Akane, Takane, Fujii-cho, Anjo City, Aichi Prefecture             N AW Co., Ltd. (72) Inventor Tsutomu Mizutani             10 Akane, Takane, Fujii-cho, Anjo City, Aichi Prefecture             N AW Co., Ltd. F-term (reference) 3J552 MA01 NA01 NB01 PA19 PA51                       RA27 RB00 RB02 RB07 RB27                       SB16 SB20 TA11 TB20 VA62W                       VA66W VA74W VA76W VC01Z                       VC02W VC03Z VD02W

Claims (13)

[Claims] 1. A vehicle is detected to be in a traffic jam,
In a shift control device for an automatic transmission that performs shift control for traveling in congestion when it is detected that the vehicle is traveling in congestion, a congestion traveling detection unit that detects that the vehicle is traveling in congestion, and the detection of the congestion traveling detection unit An optimal shift stage determining means for determining an optimal shift stage in the shift control for traveling in congestion based on the above; and a shift output means for outputting a shift command based on the determination result of the optimal shift stage determining means. A shift control device for an automatic transmission, characterized in that the traveling detecting means detects that the vehicle is traveling in the congestion based on a traveling state from the start of traveling to the stop of traveling. 2. The traffic jam running detection means detects only the traffic jam running without using the data of the running state from the running start to the running stop and using the data of the stopped state. The shift control device for an automatic transmission according to claim 1. 3. The automatic shift according to claim 1, wherein the traffic jam running detection means detects the traffic jam running based on a case where the running state is a low vehicle speed and a low required torque state. Gear shift control device. 4. A normal shift stage determination means for determining a shift stage for normal traveling based on a predetermined shift condition, wherein the shift control for congested traveling is determined by the normal shift stage determination means. The shift control device for an automatic transmission according to any one of claims 1 to 3, wherein shifting to the lowest shift stage is prohibited. 5. The optimum shift stage determination means temporarily releases the prohibition of the shift to the lowest shift stage when the state of the predetermined required torque or more continues for a first predetermined period of time or more. 4. A shift control device for an automatic transmission according to item 4. 6. The automatic shift according to claim 1, wherein the traffic jam running detection unit detects the traffic jam running based on a traffic jam degree value that converts the running state into a numerical value and increases or decreases the numerical value. Gear shift control device. 7. The traffic jam traveling detection unit detects the traffic jam traveling when the traffic jam degree value is equal to or more than a first traffic jam degree threshold value, and the traffic jam traveling is detected when the traffic jam degree value is equal to or less than a second traffic jam degree threshold value. The shift control device for an automatic transmission according to claim 6, wherein the shift control device detects that the vehicle is not traveling. 8. The congestion degree value is such that the average accelerator opening is less than or equal to a first average accelerator opening threshold and the maximum vehicle speed is less than or equal to the maximum vehicle speed threshold between the start of travel and the stop of travel. The shift control device for an automatic transmission according to claim 6 or 7, wherein a relatively large value is added when the vehicle travels for a second predetermined time or more. 9. The congestion degree value is such that, between the start of travel and the stop of travel, the average accelerator opening is less than or equal to a second average accelerator opening threshold and the vehicle speed is greater than or equal to a first vehicle speed threshold. 9. The automatic transmission according to claim 6, wherein a relatively small value is added when the state of being equal to or less than the vehicle speed threshold of 2 continues for a third predetermined time which is a relatively long time. Shift control device. 10. A relatively large value is added to the congestion degree value between the start of travel and the stop of travel when the vehicle has traveled for a fourth predetermined time or more without the accelerator being depressed from the start of travel. The shift control device for an automatic transmission according to any one of claims 6 to 9. 11. The automatic congestion control system according to claim 6, wherein the congestion degree value is obtained by subtracting a relatively large value when the vehicle travels for a fifth predetermined time or more and the addition is not performed. Gear change control device for transmission. 12. The shift control device for an automatic transmission according to claim 6, wherein the congestion degree value is set to an initial value when the accelerator opening becomes equal to or larger than an accelerator opening threshold value. 13. The shift control device for an automatic transmission according to claim 6, wherein the congestion degree value is set to an initial value when the value is outside a predetermined shift range.