JP2006038041A - Speed-change controller of automatic transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a speed-change controller of an automatic transmission for vehicles which provides an appropriate speed change range when a manual operator for manually switching a speed change range is pressed down for an extended period by a driver. <P>SOLUTION: When a shift lever (manual operator) 72 for manually switching a speed change range to a low speed side is pressed down for an extended period by a driver, the final speed change range is finally reached when a switching requirement signal is continuously outputted from a down shift switch (selecting switch) 82 during extended pressed-down operation, and is set by a final speed change state setting means 146 according to the travelling state of a vehicle. The actual speed change range is continuously switched by a switching control means 130 until the final speed change range is reached as updated by the final speed change state setting means 146. An appropriate speed change range is easily provided with no requirement for experience with the extended pressed-down operation by the shift lever 72. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a shift control device for a vehicular automatic transmission, and in particular, shift control for continuously switching a gear ratio (gear stage) or a shift range according to a continuous operation of a manual shift operating body operated by a driver. It relates to the improvement of the device.

  (a) A manual operating body such as a shift lever is turned on by a driver to manually switch between a plurality of shift ranges having different shift ranges or a plurality of gear stages having different gear ratios. And (b) one shift range or gear to be set at a predetermined time interval when the change request signal is continuously output from the change switch. There is known a shift control device for an automatic transmission for a vehicle having continuous change means for changing continuously in order, and (c) switching means for switching to a shift range or gear stage changed by the continuous change means. Yes. The shift control device described in Patent Document 1 is an example, as compared to a case where a plurality of shift ranges are downshifted at once by simply keeping the changeover switch on when the vehicle is stopped, etc., and the switch is operated many times. The operability is improved.

JP 10-159961 A

  However, such a conventional continuously changeable shift control device maintains the on state when the manual operation body is continuously operated by the driver, that is, when the switch is continuously turned on by the long press operation. However, it is convenient that a plurality of shift ranges or gear ratios are changed at a stroke and downshifting is performed, but on the other hand, a long press operation for switching the shift range or gear ratio to a desired position requires skill. For this reason, a driver who is not accustomed to the operation has a variation in a speed range or a gear ratio obtained by a long press operation, and there is an inconvenience that the speed range or speed ratio desired by the driver is excessive or insufficient.

  The present invention has been made in the background of the above circumstances, and the object of the present invention is that when a manual operation body for manually switching the shift range and the gear ratio is pressed and operated by the driver, An object of the present invention is to provide a shift control device for an automatic transmission for a vehicle that can obtain a shift range and a gear ratio.

  In order to achieve such an object, the gist of the first invention is to: (a) To switch a plurality of types of speed ranges or speed ratios having different speed ranges in which automatic speed change is performed in response to a manual operation; A changeover switch that outputs a change request signal when operated by the driver, and (b) a final shift range that should be finally reached when the change request signal is continuously output from the changeover switch or (C) a final gear ratio setting means for setting a final gear ratio according to the running state of the vehicle; and (c) when the switching request signal is continuously output from the selector switch, Switching control means for continuously switching until the ratio reaches the final transmission range or the final transmission ratio set by the final transmission state setting means.

  Further, the gist of the second invention is that the changeover switch of the first invention is operated by the driver to switch to the speed reduction range or speed ratio on the deceleration side, and the switching control means is When the down switch request signal is continuously output from the changeover switch, the actual speed range or speed ratio reaches the down side final speed range or final speed ratio set by the final speed state setting means. It is to switch continuously.

  The gist of the third invention is that the running state of the vehicle is at least one of a braking state, a loading state, a road surface gradient, and a vehicle speed of the vehicle.

  Further, the gist of the fourth invention is a switch for setting a shift speed of a shift range or a gear ratio when the switch request signal is continuously output from the switch according to a traveling state of the vehicle. And a speed setting unit, wherein the switching control unit continuously switches the shift range or the gear ratio at the switching speed set by the switching speed setting unit.

  Further, the gist of the fifth invention is that the switching speed setting means changes a waiting time from a predetermined switching operation of a gear range or a gear ratio to a next switching operation based on a running state of the vehicle. The switching speed is set by.

  According to the shift control apparatus for an automatic transmission for a vehicle according to the first aspect of the present invention, when a manual operation body for manually switching a shift range and a gear ratio is continuously pressed by a driver, When the changeover switch is continuously operated and the changeover request signal is continuously output, the final shift range or the final transmission ratio that is finally reached is set according to the running state of the vehicle by the final shift state setting means. The switching control means continuously switches until the actual speed range or speed ratio reaches the final speed range or speed ratio changed by the final speed change means. Therefore, it is possible to easily obtain an appropriate speed range or speed ratio without the need for.

  According to a second aspect of the present invention, the changeover switch is operated by the driver to switch to a speed reduction range or a gear ratio on the deceleration side, and the final shift state setting means is changed by the driver. The down-side final shift range or the final transmission ratio that is finally reached when the down-switching request signal is continuously output from the switch is changed according to the running state of the vehicle, and the switching control means When the down switch request signal is continuously output from the changeover switch, the actual downshift range or the final speed ratio on the down side in which the actual speed range or speed ratio is set by the final speed change state setting means. Therefore, when the manual operating body is pushed down by the driver for a long time, the down side is reached. Suitable shift range or gear ratio can be obtained without requiring a skilled operation of a manual operation member.

  According to the third aspect of the present invention, the vehicle traveling state is at least one of a vehicle braking state, a loading state, a road surface gradient, and a vehicle speed. An appropriate down-side final shift range or gear ratio is determined according to at least one of the loading state, the road surface gradient, and the vehicle speed.

  According to the fourth aspect of the present invention, the switching speed setting means for setting the switching speed of the shift range or the gear ratio when the switching request signal is continuously output from the switch according to the traveling state of the vehicle. The switching control means continuously switches the shift range or the gear ratio at the switching speed set by the switching speed setting means, so that the shift range or the gear ratio is manually switched. When the manual operating body is continuously pressed by the driver, the shift range or the gear ratio is continuously switched at an appropriate switching speed set according to the traveling state of the vehicle.

  According to a fifth aspect of the present invention, the switching speed setting means switches the switching speed by changing a waiting time from a predetermined switching operation of a gear range or a gear ratio to the next switching operation based on a running state of the vehicle. Therefore, the switching speed of the gear range and the gear ratio is suitably switched by changing the waiting time.

  The shift control device for a vehicle automatic transmission according to the present invention is preferably applied to a stepped automatic transmission such as a planetary gear type or a parallel shaft type, but has a plurality of shift ranges having different shift ranges. The present invention can also be applied to a continuously variable transmission such as a belt type and a toroidal type that are automatically changed. The continuously variable transmission can be used in such a manner that the gear ratio is changed stepwise by a plurality of forward gears as in the stepped transmission. The shift range of the shift range in which the shift is automatically performed is normally the same as the lowest speed forward gear stage and the lowest speed gear ratio with the largest speed ratio, but only the highest speed forward gear stage and the highest speed gear ratio are different. .

  In the case of a stepped transmission, it is preferably applied to a multi-stage transmission of 7 stages or 8 stages or more, but can also be applied to a stepped transmission of 6 stages or less. In general, a single gear train is set, but it is possible to establish two or more types of gear trains having different gear ratios or two or more types of gear trains having different numbers of gear stages. The present invention can also be applied to a stepped transmission in which a predetermined gear train is automatically set in accordance with a driver's selection operation, a running state of a vehicle, and the like.

  The change-over switch is provided so that it can be turned on and off by the operation of a manual operation body such as a shift lever provided on the side of the driver's seat or in the instrument panel in front of the driver's seat. Various modes are possible, such as being able to be actuated by a manual operation body such as a push button arranged in the above. In general, an ON signal that is output when the changeover switch is turned on by the operation of the manual operation body is used as a change request signal. An off signal that is output when the operation is turned off may be used as the switching request signal.

  When the change request signal from the changeover switch continues, continuous changeover (sequential) control may be performed at all times. However, multiple steps of changeover are performed against the driver's intention. In order to prevent this, for example, a continuous switching permission switch is provided separately, and the continuous switching is permitted only when the continuous switching permission switch is turned ON. When the continuous switching permission switch is OFF, a switching request signal from the switching switch is provided. Even if the operation continues, it can be configured to be up and down one step at a time. In that case, it is desirable to prohibit the continuous switching control by continuing the switching request signal from the changeover switch when the continuous changeover allowable switch or its electric system fails. It should be noted that in a certain traveling state such as a high vehicle speed, the continuous switching control may be forcibly prohibited regardless of the ON operation of the continuous switching permission switch.

  The change-over switch includes, for example, both a downshift for increasing the gear ratio of an automatic transmission and an upshift for reducing the gear ratio, and a switch control means for executing continuous switching with a continuous output of a switch request signal. Is configured to perform continuous switching in both downshifts and upshifts, but it is also possible to perform continuous switching control only in either up or down, such as continuous switching only during downshifts. In general, in the case of a downshift, the effect of improving the operability by the continuous switching control is great, and there is not much need for an upshift. For example, an upshift is always switched one step at a time by operating one changeover switch. Various modes different from the present invention are possible, such as switching to the highest shift range and the highest gear position at a stroke by operating the changeover switch once.

  The switching control means continuously switches the speed range or the gear ratio (gear stage) until the final speed range or the final speed ratio set by the final speed change state setting means is reached in accordance with the long press operation of the manual operation body. The gear range and gear ratio (gear stage) may be changed sequentially one by one, but when it is necessary to switch continuously in a short time, the gear range or gear stage that is finally set is changed. Various modes are possible, for example, it is possible to switch over. That is, the continuous switching of the shift range or the gear ratio (gear stage) by the switching control means includes skip switching. In order to allow the driver to check changes in the gear range and gear position during the continuous switching, the gear range and gear position that are continuously changed by the continuous switching means are displayed by a display device such as a range indicator or gear step indicator. It is desirable to display with sound or image.

  The switching control means, or the switching means for actually switching the shift range and gear stage, can be switched or switched by the determination of VSC (Vehicle Stability Control) or the like for controlling the engine rotational speed and vehicle behavior after switching. It is desirable to provide switching restriction means for preferentially restricting the shift. The switching limiting means may completely stop the gear stage switching or the range switching, but it is desirable to perform the gear stage switching or the range switching as much as possible.

  The determination of the final shift range or the final gear stage, the determination of the shift range or the gear speed switching speed is provided with several maps with the vehicle running state as a parameter, and may be executed according to the map. Various modes are possible such as correction by multiplying the reference value by a predetermined coefficient or adding or subtracting a predetermined time. Alternatively, the driver may directly set, change or select the switching speed.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton diagram illustrating a configuration of a stepped automatic transmission (hereinafter referred to as an automatic transmission) 10 provided in a vehicle to which the present invention is applied. The automatic transmission 10 is connected to the input shaft 16 and the input shaft 16 connected to the crankshaft 9 of the engine 8 and the motor generator MG1 via a direct coupling clutch Ci on a common shaft center in a transmission case 12 attached to the vehicle body. The second speed change mainly composed of the connected motor generator MG2, the first speed change part 20 mainly composed of the first planetary gear unit 18, the second planetary gear unit 22 and the third planetary gear unit 24. The unit 26 and the output shaft 28 are sequentially arranged. The input shaft 16 functions as an output side rotation member of the direct coupling clutch Ci, and also functions as an input rotation member of the automatic transmission 10. The output shaft 28 corresponds to an output rotating member of the automatic transmission 10, and the transmission case 12 corresponds to a non-rotating member. The output shaft 28 rotationally drives the left and right drive wheels via, for example, a differential gear device (not shown). Since the automatic transmission 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG.

  The first planetary gear unit 18 is a double-pinion type planetary gear unit, and includes a sun gear S1, a plurality of pairs of pinion gears P1 that mesh with each other, a carrier CA1 that supports the pinion gears P1 so as to rotate and revolve, and a sun gear S1 via the pinion gears P1. A ring gear R1 meshing with the ring gear R1. The carrier CA1 is coupled to the input shaft 16 and driven to rotate, and the sun gear S1 is fixed to the transmission case 12 so as not to rotate. The ring gear R <b> 1 functions as an intermediate output member, is rotated at a reduced speed with respect to the input shaft 16, and transmits the rotation to the second transmission unit 26. In the present embodiment, the path for transmitting the rotation of the input shaft 16 to the second transmission unit 26 at the same speed is the first intermediate output path for transmitting the rotation at a predetermined constant speed ratio (= 1.0). The first intermediate output path PA1 includes a direct connection path PA1a that transmits rotation from the input shaft 16 to the second transmission unit 26 without passing through the first planetary gear unit 18, and a first planetary gear from the input shaft 16. There is an indirect path PA1b that transmits the rotation to the second transmission unit 26 via the carrier CA1 of the device 18. Further, the transmission ratio from the input shaft 16 to the second transmission 26 via the carrier CA1, the pinion gear P1 disposed on the carrier CA1, and the ring gear R1 is larger than the first intermediate output path PA1 (> 1). .0) is a second intermediate output path PA2 that transmits the rotation of the input shaft 16 at a reduced speed (deceleration).

  The second planetary gear unit 22 is a single-pinion type planetary gear unit, and includes a sun gear S2, a carrier CA2 that supports the pinion gear P2 so as to rotate and revolve, and a ring gear R2 that meshes with the sun gear S2 via the pinion gear P2. The third planetary gear unit 24 is a double-pinion type planetary gear unit, and includes a sun gear S3, a plurality of pairs of pinion gears P2 and P3 that mesh with each other, a carrier CA3 that supports the pinion gears P2 and P3 so as to rotate and revolve, and pinion gears P2 and P3. Is provided with a ring gear R3 that meshes with the sun gear S3.

  In the second planetary gear device 22 and the third planetary gear device 24, the pinion gear P2, the carriers CA2 and CA3 that rotatably support the pinion gear P2, and the ring gears R2 and R3 are shared with each other, thereby four rotation elements RM1 to RM4. Is configured. That is, the first rotating element RM1 is configured by the sun gear S2 of the second planetary gear unit 22, and the carrier CA2 of the second planetary gear unit 22 and the carrier CA3 of the third planetary gear unit 22 are integrally connected to each other to perform the second rotation. The element RM2 is configured, and the third rotating element RM3 is configured by the ring gear R2 of the second planetary gear unit 22 and the ring gear R3 of the third planetary gear unit 24, and the sun gear S3 of the third planetary gear unit 24 is coupled to each other. A four-rotation element RM4 is configured.

  The first rotating element RM1 (sun gear S2) is selectively connected to the transmission case 12 via the first brake B1 and stopped, and the first planetary gear unit 18 which is an intermediate output member via the third clutch C3. Is selectively connected to the ring gear R1 (ie, the second intermediate output path PA2), and is further selectively connected to the input shaft 16 (ie, the direct connection path PA1a of the first intermediate output path PA1) via the fourth clutch C4. ing. The second rotation element RM2 (carriers CA2 and CA3) is selectively connected to the transmission case 12 via the second brake B2 and stopped from rotation, and is selectively connected to the input shaft 16 via the second clutch C2. It is connected. The third rotation element RM3 (ring gears R2 and R3) is integrally connected to the output gear 28 to output rotation. The fourth rotation element RM4 (sun gear S3) is connected to the ring gear R1 via the first clutch C1. Each of the brakes B1 and B2 and the clutches C1 to C4 is a multi-plate hydraulic friction engagement device that is frictionally engaged by a hydraulic cylinder.

  FIG. 2 is a collinear diagram in which the rotational speeds of the rotary elements of the first transmission unit 20 and the second transmission unit 26 can be represented by straight lines. The lower horizontal line indicates the rotational speed “0”. The horizontal line indicates the rotational speed “1.0”, that is, the same rotational speed as the input shaft 16. Further, each vertical line of the first transmission unit 20 represents the sun gear S1, the ring gear R1, and the carrier CA1 in order from the left side, and these intervals are the gear ratio ρ1 (= sun gear S1 of the first planetary gear unit 18). The number of teeth / the number of teeth of the ring gear R1). FIG. 2 shows a case where the gear ratio ρ1 = 0.463, for example. The four vertical lines of the second transmission unit 26 indicate, in order from the left side, the first rotating element RM1 (sun gear S2), the second rotating element RM2 (carrier CA2 and carrier CA3), and the third rotating element RM3 (ring gear R2 and ring gear). R3), the fourth rotation element RM4 (sun gear S3), and their intervals are determined according to the gear ratio ρ2 of the second planetary gear unit 22 and the gear ratio ρ3 of the third planetary gear unit 24. FIG. 2 shows a case where the gear ratio ρ2 = 0.463 and ρ3 = 0.415, for example.

  As is clear from this nomograph, the first clutch C1 and the second brake B2 are engaged, and the fourth rotating element RM4 rotates at a reduced speed with respect to the input shaft 16 via the first transmission 20. When the rotation of the second rotation element RM2 is stopped, the third rotation element RM3 connected to the output gear 28 is rotated at the rotation speed indicated by “1st”, and the largest gear ratio (= input shaft 16). The first shift speed “1st” is established. The first clutch C1 and the first brake B1 are engaged, and the fourth rotating element RM4 is decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20, and the first rotating element RM1 stops rotating. Then, the third rotation element RM3 is rotated at the rotation speed indicated by “2nd”, and the second speed “2nd” having a smaller gear ratio than the first speed “1st” is established. The first clutch C1 and the third clutch C3 are engaged, and the fourth rotation element RM4 and the first rotation element RM1 are decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20 to perform the second shift. When the part 26 is rotated integrally, the third rotation element RM3 is rotated at the rotation speed indicated by “3rd”, and the third shift stage “3rd” having a smaller speed ratio than the second shift stage “2nd” is established. It is done. The first clutch C1 and the fourth clutch C4 are engaged, the fourth rotating element RM4 is decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20, and the first rotating element RM1 is input to the input shaft. When it is rotated integrally with 16, the third rotation element RM3 is rotated at the rotational speed indicated by “4th”, and the fourth shift stage “4th” having a smaller speed ratio than the third shift stage “3rd” is established. . The first clutch C1 and the second clutch C2 are engaged, and the fourth rotation element RM4 is decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20, and the second rotation element RM2 is input to the input shaft. When it is rotated integrally with 16, the third rotation element RM3 is rotated at the rotational speed indicated by “5th”, and the fifth shift stage “5th” having a smaller gear ratio than the fourth shift stage “4th” is established. . When the second clutch C2 and the fourth clutch C4 are engaged and the second transmission unit 26 is rotated integrally with the input shaft 16, the third rotational element RM3 is rotated at the rotational speed indicated by "6th", that is, with the input shaft 16. The sixth shift stage “6th”, which is rotated at the same rotational speed and has a smaller gear ratio than the fifth shift stage “5th”, is established. The gear ratio of the sixth gear stage “6th” is 1. The second clutch C2 and the third clutch C3 are engaged, and the first rotating element RM1 is decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20, and the second rotating element RM2 is input to the input shaft. When it is rotated integrally with 16, the third rotation element RM3 is rotated at the rotational speed indicated by “7th”, and the seventh shift stage “7th” having a smaller gear ratio than the sixth shift stage “6th” is established. . When the second clutch C2 and the first brake B1 are engaged, the second rotating element RM2 is rotated integrally with the input shaft 16, and the first rotating element RM1 is stopped rotating, the third rotating element RM3 is “ 8th speed stage “8th”, which is rotated at a rotational speed indicated by “8th” and has a gear ratio smaller than that of the seventh speed stage “7th”, is established.

  When the third clutch C3 and the second brake B2 are engaged, the first rotating element RM1 is rotated at a reduced speed via the first transmission unit 20, and the second rotating element RM2 is stopped from rotating. The third rotation element RM3 is reversely rotated at the rotation speed indicated by “Rev1”, and the first reverse shift stage “Rev1” having the largest speed ratio in the reverse rotation direction is established. When the fourth clutch C4 and the second brake B2 are engaged, the first rotation element RM1 is rotated integrally with the input shaft 16, the second rotation element RM2 is stopped, and the third rotation element RM3 is “ The second reverse shift speed “Rev2”, which is reversely rotated at the rotation speed indicated by “Rev2” and has a smaller gear ratio than the first reverse shift speed “Rev1”, is established. The first reverse speed “Rev1” and the second reverse speed “Rev2” correspond to the first speed and the second speed in the reverse rotation direction, respectively.

  FIG. 3 is an operation table for explaining the engagement elements and the gear ratios when the above gear positions are established. “◯” indicates the engaged state, and the blank is released. The gear ratio of each gear stage is appropriately determined by the gear ratios ρ1 to ρ3 of the first planetary gear device 18, the second planetary gear device 22, and the third planetary gear device 24, for example, ρ1 = 0.463, ρ2 = 0. .463, ρ3 = 0.415, the value of the gear ratio step (the gear ratio between the gears) is substantially appropriate and the total gear ratio width (= 4.532 / 0.667) is also obtained. The gear ratio of the reverse gears “Rev1” and “Rev2” is also appropriate, and an appropriate gear ratio characteristic is obtained as a whole.

  As described above, the automatic transmission 10 according to the present embodiment includes the first transmission unit 20 having the two intermediate output paths PA1 and PA2 having different transmission ratios and the second transmission unit 26 having the two planetary gear units 22 and 24. Since the eight forward speeds are achieved by switching the engagement of the four clutches C1 to C4 and the two brakes B1 and B2, the structure is reduced in size and the mounting property to the vehicle is improved. Further, as shown in FIG. 3, the automatic transmission 10 according to the present embodiment can have a large speed ratio width and an appropriate speed ratio step. In addition, as is apparent from FIG. 3, since it is possible to perform shifts at each shift stage by simply grasping any one of the clutches C1 to C4 and the brakes B1 and B2, shift control is easy and shift shock is generated. Is suppressed.

FIG. 4 is a block diagram illustrating a control system for controlling the engine 8, the direct coupling clutch Ci, the gear stage of the automatic transmission 10, the motor generators MG1 and MG2, and the like in the vehicle of the present embodiment. In FIG. 4, the operation amount Acc of the accelerator pedal 50 is detected by an accelerator operation amount sensor 51. The accelerator pedal 50 is largely depressed according to the driver's required output amount, and therefore corresponds to an accelerator operation member, and the accelerator operation amount Acc corresponds to an output request amount. The intake pipe of the engine 8 is provided with an electronic throttle valve 56 that has an opening angle (opening) θ _TH corresponding to the accelerator operation amount Acc by a throttle actuator 54. Further, in the bypass passage 52 that bypasses the electronic throttle valve 56 for idle rotation speed control, the intake air amount when the electronic throttle valve 56 is fully closed is controlled in order to control the idle rotation speed NE _IDL of the engine 8. An ISC (idle rotational speed control) valve 53 is provided. In addition, an engine rotation speed sensor 58 for detecting the rotation speed NE of the engine 8 (= the rotation speed of the first motor generator MG1), an intake air amount sensor 60 for detecting the intake air amount Q of the engine 8, for detecting the fully closed state of the electronic throttle valve 56 (idle state) and the idle throttle valve with switch opening sensor 62 for detecting the opening degree theta _TH, (corresponding to the rotational speed Nout of the output shaft 28) speed V Vehicle speed sensor 64, input shaft rotational speed sensor 66 for detecting rotational speed Nin of input shaft 16 of automatic transmission 10 (= rotational speed of second motor generator MG2), presence / absence of operation of foot brake which is a service brake a brake switch 68 for detecting, to detect a lever position (operating position) P _SH of the shift lever 72 is manually operated member Lever position sensor 74, S mode switch 76, upshift switch 80, downshift switch 82, acceleration sensor 86, vehicle weight sensor 88, etc. are provided. From these sensors and switches, the engine speed NE, Intake air amount Q, throttle valve opening θ _TH , vehicle speed V, turbine rotational speed NT, presence / absence of brake operation, shift lever 72 lever position P _SH , selection of S mode (manual shift mode), shift range increase Signals indicating the request R _UP , the down request R _DN , whether or not to allow continuous switching, vehicle acceleration, vehicle weight, and the like are supplied to the electronic control unit 90.

  The electronic control unit 90 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM, and signals according to a program stored in the ROM in advance. By performing the processing, output control of the engine 8, deceleration control, shift control of the automatic transmission 10, manual shift control, shock mitigation control at the end of shift, power running control and regeneration of the first motor generator MG1 and the second motor generator MG2. Hybrid control for performing control is executed, and the system is divided into engine control, shift control, hybrid control, and the like as necessary.

  The electronic control device 90 is also connected with an S mode indicator 100, a range indicator 102, and a gear stage indicator 104 provided on an instrument panel or the like, and the manual transmission mode is selected for the S mode indicator 100. , The shift range is displayed on the range indicator 102, and the gear stage is displayed on the gear stage indicator 104.

  In the hybrid control by the electronic control unit 90, in order to perform motor travel, engine travel, motor and engine travel, regenerative braking travel, and the like according to the travel state of the vehicle, the open / close control of the direct clutch Ci, the first motor generator MG1. Further, power running control, regeneration control, and the like of the second motor generator MG2 are executed. For example, in motor travel control, the drive current from the inverter 110 is driven by the MG2 controller 106 in a state where the direct clutch Ci is released by the direct clutch control valve provided in the hydraulic control circuit 98 for quiet vehicle start and travel. Is supplied to the second motor generator MG2 to drive it. Further, in the engine running control, the output of the engine 8 is connected to the input shaft 16 of the automatic transmission 10 by connecting the direct coupling clutch Ci in order to run even when the remaining amount of charge of the power storage device 112 has decreased. The first motor generator MG1 or the second motor generator MG2 is brought into a power generation state by the MG2 controller 108 or the MG1 controller 106 as necessary, and the generated energy is stored in the power storage device 112. In the motor and engine running control, the output of the engine 8 and the output of the first motor generator MG1 and / or the second motor generator MG2 are automatically transmitted in the state where the direct coupling clutch Ci is connected for acceleration running. It is directly transmitted to 10 input shafts 16. In the regenerative braking control, the second motor generator MG2 is brought into a power generation state by the MG2 controller 108 in order to obtain a desired braking force at the time of a braking operation in which the brake pedal is operated or during coasting, and the regenerative power consumed for the power generation. A braking force is obtained by the torque, and the generated energy is stored in the power storage device 112 via the inverter 110.

  In the deceleration control by the electronic control unit 90, when the vehicle speed reaches a predetermined vehicle speed, for example, 15 km / h or more during deceleration traveling with the accelerator operation amount Acc being zero, the exhaust brake electromagnetic valve 114 is operated to produce the engine braking effect. In order to increase, an exhaust retarder 116 that blocks the flow of exhaust gas from the engine 8 is activated.

In the output control of the engine 30 by the electronic control device 90, the throttle actuator 54 controls the opening and closing of the electronic throttle valve 56, the fuel injection device 92 is controlled for the fuel injection amount control, and the igniter is used for the ignition timing control. The ISC valve 53 is controlled for idle rotation speed control. Control of the electronic throttle valve 56, for example, drives the throttle actuator 54 based on the actual accelerator operation amount Acc from the relationship shown in FIG. 5, the accelerator operation amount Acc increases the throttle valve opening theta _TH enough to increase. When the engine 8 is started, the crankshaft 9 of the engine 8 is cranked by the first motor generator MG1.

Shift control of the automatic transmission 10 is performed depending on the lever position P _SH of the shift lever 72. The shift lever 72 is disposed in the vicinity of the driver's seat, and is guided and moved to a predetermined position according to the shift operation position guide pattern 120 shown in FIG. The shift operation position guide pattern 120 includes five lever positions “P (parking)”, “R (reverse)”, “N (neutral)”, “D (drive)”, and “S (manual)”. The shift lever 72 is selectively operated to any one of the lever positions. The lever position “S” is provided with a “+” position and a “−” position in the longitudinal direction of the vehicle.

  The lever position “P” is a parking position, the automatic transmission 10 is in a power transmission cut-off state, and the output shaft 28, that is, the drive wheel is mechanically rotated by a parking lock mechanism or the like according to the movement operation of the shift lever 72. Fixed to impossible. The lever position “R” is a reverse travel position for performing reverse travel. For example, the manual transmission of the hydraulic control circuit 98 (see FIG. 4) is mechanically switched in accordance with the movement operation of the shift lever 72, whereby the automatic transmission 10 is The reverse gear stage “Rev” is established. The lever position “N” is a power transmission cut-off position. For example, when the manual valve is mechanically switched in accordance with the movement operation of the shift lever 72, the automatic transmission 10 is configured to include all or part of the clutches C1 to C4 and the brakes B1 to B3. Is released and the power transmission is cut off. When the shift lever 72 is operated to these lever positions “P”, “R”, “N”, this is detected by the lever position sensor 74, and the positions “P”, “R” are displayed on the range indicator 102. ”And“ N ”are displayed.

The lever position “D” is a forward travel position in which the forward gear of the automatic transmission 10 is automatically switched and travels forward. For example, the manual valve is mechanically switched in accordance with the movement operation of the shift lever 72, so that The forward gear stages “1st” to “8th” can be established, and the uppermost D range that automatically shifts using all the forward gear stages “1st” to “8th” It is established. That is, when the shift lever 72 is operated to the lever position “D”, this is judged from the signal of the lever position sensor 74 to electrically establish the D range, and the first forward gear stage “1st” to the first Shift control is performed using all the forward gears of the eighth forward gear “8th”. Specifically, the hydraulic circuit is switched by controlling the excitation and de-excitation of a plurality of sonolide valves provided in the hydraulic control circuit 98 and the AT solenoid 99 of the linear solenoid valve, and the clutches C1 to C4 are switched as shown in FIG. And the operating state of the brakes B1 to B3 is changed to establish one of the first forward gear stage “1st” to the eighth forward gear stage “8th”. This shift control is performed according to a shift map (shift condition) stored in advance using, for example, the vehicle speed V and the throttle valve opening θ _TH as parameters, and as the vehicle speed V decreases or the throttle valve opening θ _TH increases. A forward gear on the low speed side having a large gear ratio is established. At this lever position “D”, the range indicator 102 indicates that the range is the D range based on the signal from the lever position sensor 74, and the actual forward gear that is sequentially switched by the shift control is displayed on the gear indicator 104. Is displayed.

  The lever position “S” is a manual shift position in which the eight shift ranges shown in FIG. 8 can be switched manually, and the S-mode switch 76 indicates that the shift lever 72 has been moved to the lever position “S”. Is determined based on the ON signal, and the shift lever 72 is operated to the “+” position or the “−” position to set the manual shift mode in which the shift range is electrically up and down, and to that effect the S mode indicator 100. FIG. 8 is a diagram showing the shift range electrically set in the present embodiment and the shift range. Numbers “1” to “8” in the gear column are the first forward gear “1st” to It represents the eighth forward gear stage “8th”, and the lowest forward gear stage having the largest speed ratio is the first forward gear stage “1st”, and the highest forward gear stage is changed one by one. Yes. In each shift range, a shift is automatically performed in accordance with a shift map that is the same as or different from the D range in the range from the first forward gear stage “1st” to the highest speed forward gear stage.

The “+” position is an upshift position, the “−” position is a downshift position, and when the shift lever 72 is operated to the “+” position or the “−” position, this is the upshift position. The shift range is electrically changed according to signals detected by the switch 80 and the downshift switch 82 and indicating the up request _RUP and the down request _RDN . These “+” and “−” positions are both unstable, and the shift lever 72 is automatically returned to the shift position “S” by a biasing means such as a spring. The shift range is increased or decreased one by one by an operation to the position or “−” position for a predetermined time or longer, and the forward gear is changed accordingly. In this embodiment, the initial range when the manual shift mode is set by operating the lever position “S” is the same D range as the lever position “D”. 7 range, which is one lower than the D range, can be set as the initial range. The upshift switch 80, downshift switch 82 corresponds to the change-over switch, the signal is a switching request signal based on the manual operation representing up request R _UP output from the switch 80, 82 of which such as the down request R _DN .

  The S mode switch 76 outputs an ON signal even when the shift lever 72 is positioned at the lever position “S” in FIG. 6, that is, when the shift lever 72 is operated to the “+” position or the “−” position. The manual transmission mode is maintained in the ON state until the lever position “D” is returned.

On the other hand, when the shift lever 72 is operated to the “+” position or the “−” position in the manual shift mode, the holding time, that is, the output continuation time of a signal indicating the up request R _UP or the down request R _DN is reached. Accordingly, one or a plurality of shift ranges are skipped and switched, and an operation for switching the multi-step shift ranges at once is facilitated.

  FIG. 9 is a functional block diagram illustrating a part related to manual switching control performed in the manual shift mode in a series of signal processing related to shift control performed by the electronic control unit 90. In FIG. 9, in the automatic shift mode in which the shift lever 72 is operated to the D position, the shift control means 122 is based on the actual vehicle speed V and the accelerator operation amount (accelerator opening) Acc from the shift map stored in advance. Thus, the hydraulic control circuit 98 is controlled so that the automatic transmission 10 executes the shift. In the manual shift mode in which the shift lever 72 is operated to the S position, the gear stage of the automatic transmission 10 is switched in accordance with a command based on the manual operation of the shift lever 72 from the switching control means 130.

  The manual shift mode determination means 124 determines whether or not the manual shift mode has been switched to the manual shift mode based on whether or not the shift lever 72 has been operated to the S position. The switching request determination means 126 determines whether an up switching request or a down switching request by manual operation has occurred based on whether the shift lever 72 has been operated from the S position to the “+” position or the “−” position. To do. The long press operation determination means 128 determines whether or not the up switch request or the down switch request is continuously issued for a predetermined time or longer, that is, the shift lever 72 is continuously pressed to the “+” position or the “−” position for a predetermined time or longer. It is determined whether or not an operation has been performed.

  When it is determined that the manual shift mode determination unit 124 has switched to the manual shift mode and the long press operation determination unit 128 denies the long press operation, the switch request control unit 130 performs the up switch by the switch request determination unit 126. 1-stage switching command means 132 for instructing the shift control means 122 to execute switching to the high speed side range or up-shifting, switching to the low-speed side range or down-shifting by one stage every time a request or down switching request is determined. When it is determined that the manual shift mode determination unit 124 has switched to the manual shift mode and the long press operation determination unit 128 affirms the long press operation, according to the up switch request or the down switch request by the switch request determination unit 126. Continuously switch to high-speed range or upshift or And a continuous switching command means 132 for instructing the shift control means 122 to perform switching to the low speed range or downshifting, and during long press operation, the actual shift range or gear ratio is set according to the running state of the vehicle. It is continuously switched until the final gear range or the final gear ratio is reached. That is, for example, when the down switch request signal is continuously output from the down shift switch (change switch) 82, until the actual speed range or speed ratio reaches the down side final speed range or speed ratio. Switch continuously.

  The vehicle traveling state determination unit 136 includes a braking state determination unit 138, a loading state determination unit 140, a road surface gradient determination unit 142, and a vehicle speed determination unit 144, and determines the actual braking state, loading state, road surface state, and vehicle speed state of the vehicle. To do. The braking state determination means 138 determines whether or not a brake pedal (not shown) is operated, and whether or not a predetermined level of braking is applied, for example, whether regenerative braking and exhaust braking are operating. Based on the output of the vehicle weight sensor 88, the loading state determination unit 140 determines whether the loading state of the vehicle is almost full or relatively small with respect to the allowable load. . The road surface gradient determination means 142 compares the actual vehicle acceleration and the prestored flat road acceleration to determine whether the traveling road surface of the vehicle has a gentle inclination or a steep inclination greater than a predetermined value. Judgment based on. The vehicle speed state determination means 144 determines whether the vehicle is traveling at a high speed that is equal to or higher than a predetermined value or is traveling at a relatively low speed based on the output of the vehicle speed sensor 64.

  The final shift state setting means 146 performs continuous switching to the high speed range or up shifting, or switching to the continuous low speed range or down shifting, which is executed when the shift lever 72 is pressed for a long time. The final range or the final gear position is set (determined) based on the actual running state of the vehicle. For example, when the regenerative braking and the exhaust brake are operating during deceleration traveling or braking traveling, the final range or the final gear position is determined to be higher than when the regenerative braking and the exhaust braking are not operating. In addition, when the vehicle load is large, the final range or the final gear position is determined on the low speed side as compared with the case where the load is small. Further, when the downhill traveling road surface of the vehicle has a gentle slope, the final range or the final shift stage is determined on the high speed side as compared with the case where the slope is steep. Further, when the vehicle is traveling at a high speed, the final range or the final gear position is determined on the high speed side as compared with the case where the vehicle is traveling at a low speed.

  The switching speed setting means 148 is a switching speed of continuous high speed range switching or up shifting, or continuous low speed range switching or down shifting, which is executed when the shift lever 72 is pressed for a long time. Is set (determined) based on the actual running state of the vehicle. For example, when the regenerative braking and the exhaust brake are operating during deceleration traveling or braking traveling, the shift range or the shift stage is switched at a higher speed than when the regenerative braking and the exhaust brake are not operating. Further, when the vehicle load is large, the shift range or the shift stage is switched at a higher speed than when the load is small. Further, when the downhill traveling road surface of the vehicle has a gentle inclination, the shift range or the shift stage is switched at a lower speed than when the vehicle has a steep inclination. Further, when the vehicle is traveling at a high speed, the shift range or the shift stage is switched at a lower speed than when the vehicle is traveling at a low speed. The switching speed is set by changing a waiting time from a predetermined switching operation to the next switching operation.

  FIG. 10 shows the range switching control operation during manual long-press operation to the downshift side. In FIG. 10, manual down control (a) during a long press operation in a decelerating traveling state in which both regenerative braking and exhaust brake are operated, and in a state in which regenerative braking is activated but the exhaust brake is not activated. Manual down control during long press operation (b), manual down control during long press operation when both regenerative braking and exhaust brake are not operated (c), (d), long press operation when vehicle load is large The manual down control (e) and the manual down control (f) at the time of a long press operation in a state where the vehicle load is small are shown. As shown in FIG. 10, when the regenerative braking and the exhaust brake are operated during the deceleration traveling, the down-shifting speed is made faster and the final range is set to the lower speed side. In addition, manual down control (c) and (d) during a long press operation when both regenerative braking and exhaust brake are not operated are the same braking conditions, but manual down control (d) is manual down control. Compared with (c), for example, because the road surface gradient is steep, it is quickly switched to the final range. In addition, in the manual down control (f) when the load is small, the final range is set to the high speed side as compared with the manual down control (e) when the sanction amount is large.

FIG. 11 is a flowchart for explaining a main part of the control operation of the electronic control unit 90 during a manual down operation. In FIG. 11, in step (hereinafter, step is omitted) S1 corresponding to the manual shift mode determination means 124, whether or not it is the manual shift mode, for example, whether or not an ON signal is generated from the S mode switch 76. Judgment based on. If the determination in S1 is negative, this routine is terminated. If the determination is affirmative, the shift range is lowered by one step in S2. Next, in S3 corresponding to the switching request determination means 126, whether or not a switching request signal to the down side by a manual operation has been issued is based on the signal indicating the down request R _DN output from the downshift switch 82. Is judged. If the determination at S3 is negative, this routine is terminated. If the determination is affirmative, the shift range is lowered by one step at S4.

  Next, in S5 corresponding to the long press operation determining means 128, the manual long press operation to the downshift side is based on whether the downshift manual shift operation by the shift lever 72 has been continued for a predetermined time or more. Is determined. If the determination in S5 is negative, in S6 corresponding to the first-stage switching command means 132, a command for executing switching to the down side of only one shift range is output. However, if the determination in S5 is affirmative, in S7 corresponding to the vehicle travel state determination means 136, the actual vehicle travel state is read, and the braking state, the loaded state, the road surface gradient, and the vehicle speed are respectively set to predetermined values. It is determined whether or not this is the case.

  Next, in S8 corresponding to the switching speed setting means 134, the switching speed for switching to the continuous low speed range that is executed when the shift lever 72 is operated for a long time is based on the actual traveling state of the vehicle. Set (determined). For example, when the regenerative braking and the exhaust brake are operating during deceleration traveling or braking traveling, the shift range is switched at a higher speed than when not operating. Further, when the vehicle load is large, the shift range is switched at a higher speed than when the vehicle is small. Further, when the downhill traveling road surface of the vehicle has a gentle inclination, the shift range is switched at a lower speed than when the vehicle has a steep inclination. Further, when the vehicle is traveling at a high speed, the shift range is switched at a lower speed than when the vehicle is traveling at a low speed.

  Next, in S9 corresponding to the final shift state setting means 146, the final range of switching to the continuous low speed range that is executed when the shift lever 72 is operated for a long time is the actual running state of the vehicle. Is set (determined) based on For example, when the regenerative braking and the exhaust brake are operating during deceleration traveling or braking traveling, the final range is determined on the higher speed side than when the regenerative braking and exhaust braking are not operating. Further, when the vehicle load is large, the final range is determined on the low speed side as compared with the case where the load is small. Further, when the downhill traveling road surface of the vehicle has a gentle slope, the final range is determined on the high speed side as compared with a case where the slope is steep. Further, when the vehicle is traveling at a high speed, the final range is determined on the high speed side as compared with the case where the vehicle is traveling at a low speed.

  In S10 corresponding to the continuous switching command means 134, in response to the long press operation of the shift lever 72, the switching switching speed determined in S8 and the final range determined in S9 are obtained. The shift range is continuously lowered to the low speed range.

  As described above, according to the shift control device for an automatic transmission for a vehicle according to the present embodiment, the shift lever 72 that is a manual operation body for manually switching the shift range to the low speed side is continuously performed by the driver. When the long press operation is performed, the final shift range that is finally reached when the switch request signal is continuously output from the downshift switch (change switch) 82 by the long press operation is determined by the final shift state setting means 146. Since the actual shift range is continuously switched until the actual shift range reaches the final shift range changed by the final shift state changing means 146, the switching control means 130 is set according to the running state. An appropriate shift range can be easily obtained without requiring skill in operation.

  Further, according to the present embodiment, the downshift switch (changeover switch) 82 is operated by the driver to switch to the speed reduction range, and the final shift state setting means 146 is set by the driver. Changes the final shift range or final transmission ratio on the down side that is finally reached when the down switch request signal is continuously output from the downshift switch (change switch) 82 according to the running state of the vehicle. When the down switch request signal is continuously output from the down shift switch (change switch) 82, the change control means 130 sets the actual shift range by the final shift state setting means. Since it is continuously switched until it reaches the final shift range or final gear ratio on the down side, When long-press operation to the down side by the driver, the appropriate shift range can be obtained without requiring a skilled operation of the manual operation member to the down side.

  Further, according to the present embodiment, the vehicle braking state, the loading state, the road surface gradient, and the vehicle speed are used as the traveling state of the vehicle. An appropriate down-side final shift range is determined according to the road surface gradient and the vehicle speed. However, even if at least one of the braking state, loading state, road surface gradient, and vehicle speed of the vehicle is used as the traveling state of the vehicle, a temporary effect can be obtained.

  Further, according to the present embodiment, the switching speed setting for setting the switching speed of the shift range when the downshift switch (switching switch) 82 switching request signal is continuously output according to the traveling state of the vehicle. Means 148 is provided, and the switching control means 130 continuously switches the shift range at the switching speed set by the switching speed setting means 148. Therefore, a shift for manually switching the shift range is performed. When the lever (manual operation body) 72 is continuously pressed by the driver, the shift range is continuously switched at an appropriate switching speed set according to the traveling state of the vehicle.

  Further, according to this embodiment, the switching speed setting means 148 sets the switching speed by changing the waiting time from a predetermined switching operation of the shift range to the next switching operation based on the running state of the vehicle. Therefore, the switching speed of the gear range and the gear ratio is suitably switched by changing the standby time.

  In FIG. 10 and FIG. 11, the manual switching control of the shift range among the manual switching control of the shifting range or the gear stage has been representatively explained. However, the manual switching control of the gear stage may be used. Of course.

  As mentioned above, although the Example of this invention was described in detail based on drawing, these are one embodiment to the last, and this invention is implemented in the aspect which added the various change and improvement based on the knowledge of those skilled in the art. be able to.

1 is a skeleton diagram illustrating an example of an automatic transmission for a vehicle to which the present invention is preferably applied. It is a figure which shows the alignment chart of the automatic transmission for vehicles of FIG. It is a figure which shows the action | operation table | surface of the automatic transmission for vehicles of FIG. It is a block diagram explaining the principal part of the control system of the vehicle with which the automatic transmission of FIG. 1 is equipped. It is a figure which shows the relationship between the throttle-valve opening degree of an electronic throttle valve of FIG. 4, and an accelerator operation amount. It is a figure which shows the shift pattern of the shift lever of FIG. It is a schematic perspective view of the operation knob of the upper end of the shift lever of FIG. FIG. 5 is a diagram illustrating a shift range that can be switched by operating the shift lever of FIG. 4 and a shift range thereof. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of FIG. 4 is provided. It is a time chart explaining the principal part of the control action of the electronic controller of FIG. It is a flowchart explaining the principal part of the control action of the electronic controller of FIG.

Explanation of symbols

10: Automatic transmission 72 for vehicle: Shift lever (manual operation body)
82: Downshift switch (changeover switch)
130: switching control means 146: final shift state setting means 148: switching speed setting means

Claims (5)

A changeover switch that outputs a change request signal when operated by a driver in order to switch a plurality of types of shift ranges or speed ratios that are automatically changed in response to a manual operation;
Final shift state setting means for setting a final shift range or a final gear ratio to be finally reached when the switch request signal is continuously output from the changeover switch according to the running state of the vehicle;
When the changeover switch is continuously output and the changeover request signal is continuously output, the actual gear range or gear ratio reaches the final gear range or the final gear ratio set by the final gear state setting means. And a switching control means for continuously switching until the transmission is completed. The changeover switch is operated by the driver to switch to a speed reduction range or gear ratio on the deceleration side,
When the down switch request signal is continuously output from the changeover switch, the change control means has a final shift range on the down side in which the actual shift range or speed ratio is set by the final shift state setting means. The shift control device for an automatic transmission for a vehicle according to claim 1, wherein the shift is continuously performed until the final speed ratio is reached. The shift control apparatus for an automatic transmission for a vehicle according to claim 1, wherein the traveling state of the vehicle is at least one of a braking state, a loading state, a road surface gradient, and a vehicle speed. A switching speed setting means for setting a switching speed of a shift range or a gear ratio when the switching request signal is continuously output from the changeover switch according to a running state of the vehicle,
The shift control device for an automatic transmission for vehicles according to any one of claims 1 to 3, wherein the switching control means continuously switches the shift range or the gear ratio at the switching speed set by the switching speed setting means. . 5. The switching speed setting means sets a switching speed by changing a standby time from a predetermined switching operation of a gear range or a gear ratio to a next switching operation based on a running state of the vehicle. Shift control device for automatic transmission for vehicles.

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