JP2006242266A - Vehicular gear shift control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To generate deceleration (engine braking force) expected by a driver in a manual downshift operation in a vehicle. <P>SOLUTION: This vehicular gear shift control device is provided with: a target deceleration setting means 6c for setting target deceleration after downshift based on a manual downshift operation amount by the driver and a vehicle speed when the manual downshift operation to a transmission 2 having an automatic gear-shifting mode and a manual gear-shifting mode by the driver is detected; a transmission gear ratio setting means 6a for setting a transmission gear ratio of the transmission 2 where the vehicular deceleration is used as target deceleration set by the transmission gear ratio setting means 6a; and a gear shifting control means 6b for variably controlling the transmission 2 so as to set it at the transmission gear ratio set by the transmission gear ratio setting means 6a. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle shift control device for executing shift control on a transmission mounted on a vehicle.

  2. Description of the Related Art Conventionally, there is a shift control device for a vehicle that performs shift control for a transmission having an automatic shift mode and a manual shift mode. In this type of shift control device, shift control corresponding to each shift mode is performed. Is configured to run.

  For example, Patent Document 1 below discloses a transmission control device for a continuously variable transmission that includes an automatic transmission mode and a manual transmission mode. The shift control device disclosed in Patent Document 1 tries to generate an effective engine braking force by configuring the operation mode at the time of manual downshift operation to be more diverse than at the time of manual upshift operation. To do.

JP 2004-196166 A

  Here, the deceleration of the vehicle (engine braking force) is uniquely determined by the shift speed and the vehicle speed (engine speed). The deceleration (engine braking force) is small when the vehicle speed is low, is large when the vehicle speed is high, and the difference between the low vehicle speed and the high vehicle speed increases as the shift speed is low. ing. Further, the difference in deceleration (engine braking force) between the shift speeds is generally small at low vehicle speeds and large at high vehicle speeds.

  For this reason, the driver performs a manual downshift operation in anticipation of the generation of a desired deceleration (engine braking force). However, as described above, the deceleration changes depending on the vehicle speed. You can't feel the speed (engine braking force) and feel uncomfortable. Further, in the case of a cross ratio stepped automatic transmission, for example, it is difficult to experience an increase in deceleration (engine braking force) in a manual downshift operation of only one stage.

  Therefore, the present invention improves the inconvenience of the conventional example, and allows the vehicle to generate a deceleration (engine braking force) expected by the driver during a manual downshift operation. The purpose is to provide

  In order to achieve the above object, according to the first aspect of the present invention, when a manual downshift operation by a driver for a transmission having an automatic transmission mode and a manual transmission mode is detected, a manual downshift by the driver is detected. A target deceleration setting means for setting a target deceleration after a downshift based on an operation, and a shift for setting a transmission gear ratio at which the vehicle deceleration is the target deceleration set by the target deceleration setting means A ratio setting unit; and a transmission control unit that controls the transmission of the transmission so that the transmission ratio is set by the transmission ratio setting unit.

  In order to achieve the above object, according to the second aspect of the present invention, when a manual downshift operation by the driver for a transmission having an automatic transmission mode and a manual transmission mode is detected, a manual operation by the driver is performed. A target deceleration setting means for setting a target deceleration after downshift based on a downshift operation, and a speed ratio of the transmission capable of setting the vehicle deceleration to the target deceleration set by the target deceleration setting means A gear ratio calculating means, a gear speed setting means for setting the gear speed of the transmission based on the gear ratio obtained by the gear ratio calculating means, and a gear speed set by the gear speed setting means. Shift control means for controlling the shift of the transmission.

  Here, the target deceleration is set, for example, to a deceleration for each gear stage capable of generating the engine braking force expected by the driver in the entire vehicle speed range, as in the third aspect of the invention.

  For this reason, according to the first to third aspects of the invention, since the transmission is controlled to be shifted to a gear ratio or a gear position based on the target deceleration, the engine braking force (reduction corresponding to the target deceleration) is controlled. Speed) can be generated in the vehicle.

  The vehicle shift control device according to the present invention can generate an engine braking force (deceleration) corresponding to the target deceleration in the vehicle as described above, so that the expected deceleration (during the manual downshift operation ( The engine brake force) can be experienced by the driver. Therefore, the uncomfortable feeling of insufficient deceleration (insufficient engine braking force) at the time of manual downshift operation for the driver can be solved. Furthermore, since the driver does not need to perform a manual downshift operation or a brake operation again due to the insufficient deceleration (insufficient engine braking force), the troublesomeness can be eliminated.

  Embodiments of a vehicle transmission control device according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

  A vehicle transmission control apparatus according to a first embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 shows an example of a vehicle to which a vehicle shift control device according to the present invention is applied. This vehicle is a so-called FF (Front engine Front drive) vehicle, and the power of a prime mover (hereinafter referred to as “engine”) 1 is changed to an optimum speed ratio or desired by a driver via an automatic transmission 2. Then, it is transmitted to the left and right drive shafts 4L, 4R via the differential 3. Thereby, the drive shafts 4L and 4R respectively drive and drive the drive wheels (front wheels) 5L and 5R, and the drive force of the vehicle is generated by the drive wheels 5L and 5R.

  By the way, the automatic transmission 2 may be a stepped type or a continuously variable type. In the first embodiment, a continuously variable automatic transmission is illustrated. Hereinafter, in the first embodiment, it is referred to as “the continuously variable automatic transmission 2”.

  The continuously variable automatic transmission 2 switches the gear ratio steplessly. However, for convenience, the gear ratio of the entire range is divided into predetermined ranges, and a plurality of gear steps are assigned to the respective ranges. .

  Further, the continuously variable automatic transmission 2 is subjected to shift control (switching of the gear ratio) by the shift control device 6A shown in FIG. In the first embodiment, as shown in FIG. 1, a shift control device 6A is prepared as one of the control functions of an electronic control device (ECU) 6 mounted on the vehicle.

  Generally, this type of continuously variable automatic transmission 2 is provided with two shift modes, an automatic shift mode and a manual shift mode, and the driver appropriately selects the automatic shift mode or the manual shift mode. Can be switched by operating a shift operating means 7 (a switch provided on a shift lever or a steering wheel) shown in FIG. When the switching is performed, the switching signal is transmitted to the ECU 6. Therefore, the shift control device 6A detects this, and causes the continuously variable automatic transmission 2 to execute the shift control according to each shift mode.

  In the automatic transmission mode, the transmission control device 6A selects an optimum transmission ratio according to the operating state (engine speed, engine load, accelerator opening, road gradient, etc.), and there is no need to set the transmission ratio. Shift control of the automatic step transmission 2 is performed.

  On the other hand, in the manual shift mode, the shift control device 6A selects the optimum gear ratio according to the shift operation, triggered by the shift operation (manual upshift operation or manual downshift operation) of the shift operation means 7 by the driver. Then, the continuously variable automatic transmission 2 is shift-controlled so as to obtain the gear ratio.

  Here, examples of the shift operation means 7 include a straight shift lever 7A with a so-called sequential shift mechanism shown in FIG. 2A and a gate shift lever 7B with a sequential shift mechanism shown in FIG. 2-2. . Each of them includes a parking position “P”, a reverse position “R”, a neutral position “N”, a drive position “D”, a manual shift position “M”, an upshift “+”, and a downshift “−” as shift positions. Is provided.

  The shift levers 7A and 7B of this type are switched to the automatic shift mode by operating the drive position “D”, and are switched to the manual shift mode by operating the manual shift position “M”. Further, in the manual shift mode, each time the shift levers 7A and 7B are operated from the manual shift position “M” to the upshift “+”, the shift stage is upshifted by one step and is lowered from the manual shift position “M”. Each time the shift is operated to “−”, the gear position is shifted down by one gear.

  Further, as the above-described shift operation means 7, there is a shift switch 7C provided on the steering wheel 8 shown in FIG. For example, there is a shift switch 7C that is provided separately for the downshift and the upshift on the front and rear surfaces of the steering wheel 8, respectively. The upshift side and the downshift side are centered on the movable shaft. Some can work.

  This type of shift switch 7C can be manually shifted by operating the shift levers 7A and 7B described above to the manual shift position “M” and switching to the manual shift mode. For example, each time the shift switch 7C provided on the rear surface of the steering wheel 8 is operated, the gear position is shifted up by one step, and each time the shift switch 7C provided on the front surface of the steering wheel 8 is operated, the gear step is shifted one step. Downshift. Here, it is also possible to configure so that the shift to the manual shift mode can be performed by operating the shift switch 7C in the state of the automatic shift mode.

  In addition, there are vehicles that are configured to be able to use both manual shift by such shift levers 7A and 7B and manual shift by shift switch 7C, and there are vehicles that can perform manual shift only by shift switch 7C alone. In the latter case, for example, a shift lever obtained by removing the sequential shift mechanism (that is, upshift “+” and downshift “−”) from the above-described shift levers 7A and 7B is applied to the vehicle.

  Further, although not provided directly on the steering wheel 8, there is a paddle switch having a function similar to that of the shift switch 7C on the back side thereof, which is used as the shift operation means 7 (so-called paddle shift).

  Further, as the above-described shift operation means 7, there are a straight type shift lever 7D shown in FIG. 4A without a sequential shift mechanism and a gate type shift lever 7E shown in FIG. Each of them is provided with a parking position “P”, a reverse position “R”, a neutral position “N”, and a drive position “D” as shift positions. The shift levers 7D and 7E are also set in the automatic transmission mode by operating to the drive position “D”.

  Here, the straight shift lever 7D is further provided with a second speed position "2" and a first speed position "L". For example, in the continuously variable automatic transmission 2, when the shift lever 7D is operated to the second gear position “2”, the optimum gear ratio is selected within the range of the gear ratios assigned to the first gear and the second gear. When the shift lever 7D is operated to the first gear position “L”, the optimum gear ratio is selected within the range of the gear ratio assigned to the first gear. The second speed position “2” may be set to be fixed only to the gear ratio assigned to the second speed.

  For this reason, the 2nd speed position “2” and the 1st speed position “L” can be positioned as the manual shift position during the manual downshift operation, and the drive position “D” and the 2nd speed position “2” By operating the shift lever 7D with the first speed position “L”, it is possible to switch between the automatic transmission mode and the manual transmission mode.

  Also in the above-described gate type shift lever 7E, the 4th speed position “4”, the 3rd speed position “3”, the 2nd speed position “2” and the 1st speed position “L” functioning as a manual shift position during the manual downshift operation. ”Is provided, and the manual shift mode and the automatic shift mode can be switched by operating the shift lever 7E between these and the drive position“ D ”.

  Next, the shift control device 6A of the ECU 6 will be described in detail.

  The transmission control device 6A of the first embodiment includes a transmission ratio setting means 6a for setting the transmission ratio of the continuously variable automatic transmission 2, and a transmission control means for shifting the continuously variable automatic transmission 2 to the set transmission ratio. 6b.

  As described above, the gear ratio setting means 6a selects the optimum gear ratio according to the driving state in the automatic speed change mode, and this is used as the speed ratio when the speed change control means 6b performs speed change control. Set. On the other hand, the gear ratio setting means 6a selects the optimum gear ratio according to the speed change operation (manual upshift operation or manual downshift operation) of the speed change operation means 7 by the driver in the manual speed change mode. Is set as a gear ratio when the gear shift control means 6b performs gear shift control.

  In the manual shift mode, when the shift operation means 7 is shifted by the driver (manual upshift operation or manual downshift operation), the shift operation amount (manual upshift operation amount or manual downshift operation amount). Is transmitted to the ECU 6, the gear ratio setting means 6a sets the gear ratio based on the information of the gear shift operation amount.

  Here, the shift operation amount (manual upshift operation amount or manual downshift operation amount) refers to an operation amount when the driver manually operates the shift operation means 7.

  For example, in the straight shift lever 7A and the gate shift lever 7B with the sequential shift mechanism described above, the number of operations when the manual shift position “M” is operated to the upshift “+” (1 step upshift, 2 Step upshift etc.) is called manual upshift operation amount, and the number of operations (1 step downshift, 2 step downshift, etc.) when operating from manual shift position "M" to downshift "-" Is referred to as a manual downshift operation amount. The shift switch 7C and the paddle switch described above are the same as those of the straight type shift lever 7A and the gate type shift lever 7B.

  On the other hand, in the case of the straight type shift lever 7D and the gate type shift lever 7E without the sequential shift mechanism described above, the shift lever 7D when operating from the drive position “D” to the manual shift position such as the second speed position “2”, etc. , 7E movement amount (1 step downshift, 2 step downshift, etc.) is referred to as manual downshift operation amount.

  Here, in the first embodiment, the gear ratio is optimized so that the vehicle can be decelerated at a deceleration (engine braking force) according to the intention of the driver, that is, according to the amount of manual downshift operation. .

  Therefore, first, in the first embodiment, a target vehicle deceleration is set in advance for each gear of the continuously variable automatic transmission 2, and each of the gears at the time of manual downshift operation is set in advance. The target deceleration of.

  The target deceleration is determined by conducting vehicle experiments and simulations using an actual vehicle in consideration of, for example, the vehicle speed, the number of revolutions of the engine 1, the transmission ratio assigned to each gear, the final reduction ratio of the differential 3 and the vehicle weight. For each gear position, a deceleration that can generate the engine braking force expected by the driver in the entire vehicle speed range is obtained and set. It should be noted that the engine braking force expected by the driver is largely determined by the driver's sensibility, and therefore, the determination is made on the assumption of a general driver as a target for each vehicle.

  In the first embodiment, the target deceleration is prepared in advance in the storage device of the ECU 6 as map data shown in FIG. 5 (hereinafter referred to as “target deceleration map”). In the target deceleration map of the first embodiment, the target deceleration and the vehicle speed are parameters on the vertical axis and the horizontal axis, and the target deceleration corresponding to the vehicle speed is shown for each shift stage. Here, the target deceleration is set so as to increase as the gear shifts to the low speed side, while it is set to a constant value so that the target deceleration of each gear shift is not changed by the vehicle speed. Note that the target deceleration map shown in FIG. 5 is an example of the continuously variable automatic transmission 2 having seven shift stages. However, even if the number of shift stages is different, the target deceleration map corresponds to the number of stages. A similar one is prepared.

  Here, the speed change control device 6A of the first embodiment is provided with target deceleration setting means 6c for setting a target deceleration after downshift based on a manual downshift operation by the driver.

  For example, in the target deceleration map of the first embodiment described above, a constant target deceleration is set for each gear position regardless of the vehicle speed. Therefore, the target deceleration setting means 6c detects the amount of manual downshift operation by the driver (how many downshifts have been made from the current gear position), and the target deceleration according to this manual downshift operation amount. Is obtained from the target deceleration map, and is set as the deceleration requested by the driver during the manual downshift operation. Further, the target deceleration setting means 6c detects the downshift destination gear stage requested by the driver during a manual downshift operation by the driver, and the target deceleration setting corresponding to the downshift destination gear stage. The speed may be obtained from the target deceleration map and set as the deceleration requested by the driver during the manual downshift operation.

  Furthermore, the target deceleration setting means 6c can also set the target deceleration after downshift in consideration of the vehicle speed at the time of manual downshift operation by the driver. That is, in the first embodiment, a target deceleration map in which a constant target deceleration is set for each shift speed regardless of the vehicle speed is used, but the target deceleration of each shift speed is set according to the change in the vehicle speed. When using a target deceleration map that is changed (for example, a target deceleration map shown in FIG. 15 described later), an accurate target deceleration after downshift cannot be obtained unless the vehicle speed is also taken into consideration. It is.

  For example, the target deceleration setting means 6c in such a case detects the amount of manual downshift operation by the driver (how many downshifts have been made from the current gear position) and the vehicle speed at the time of manual downshift operation, and manually The target deceleration corresponding to the downshift operation amount and the vehicle speed is obtained from the target deceleration map, and this is set as the deceleration requested by the driver during the manual downshift operation. Further, the target deceleration setting means 6c detects the downshift destination gear stage requested by the driver and the vehicle speed at the time of the manual downshift operation when the driver performs the manual downshift operation, and the downshift is performed. The target deceleration corresponding to the previous shift speed and the vehicle speed may be obtained from the target deceleration map, and this may be set as the deceleration requested by the driver during the manual downshift operation. In this case, it is possible to cause the shift control device 6A to calculate the vehicle speed based on the detection signal of the vehicle speed sensor 9 transmitted to the ECU 6, but the vehicle speed is generally determined by the ECU 6 in the vehicle behavior stabilization control or the like. Since this is calculated, this is used.

  If the target deceleration is set in this way, the engine braking force expected by the driver through a manual downshift operation can be generated by controlling the vehicle deceleration so that the target deceleration is achieved. .

  By the way, when the driver performs a manual downshift operation, the driver generally removes his / her foot from the accelerator pedal and fully closes the accelerator. Therefore, the deceleration of the vehicle at that time is determined by the vehicle speed and the gear ratio of the continuously variable automatic transmission 2.

  Therefore, the correspondence between the three when the accelerator is fully closed is obtained in advance through vehicle experiments and simulations using an actual vehicle, and this is prepared in the storage device of the ECU 6 or the like. For example, in the first embodiment, map data shown in FIG. 6 (hereinafter referred to as “speed ratio selection map”) is created. This transmission ratio selection map represents the transmission ratio corresponding to the deceleration and vehicle speed of the vehicle, with the deceleration and vehicle speed of the vehicle as parameters on the vertical and horizontal axes. The range of the gear ratio assigned to each gear stage is shown.

  Therefore, during the manual downshift operation of the first embodiment, the transmission ratio is set to the transmission ratio setting means 6a based on the set target deceleration, the vehicle speed during the manual downshift operation, and the transmission ratio selection map. Let them choose. Then, the above-described shift control unit 6b causes the continuously variable automatic transmission 2 to perform a downshift so that the gear ratio set by the gear ratio setting unit 6a is obtained.

  Here, if the gear ratio is selected in this way, the gear change control device 6A of the first embodiment needs to first determine whether or not the accelerator is fully closed. For this reason, the shift control device 6A of the first embodiment is provided with an accelerator ON / OFF determination means 6d for determining whether or not the accelerator is fully closed based on the detection signal of the accelerator opening detection means 10 shown in FIG. It has been. For example, an accelerator pedal position detection sensor that detects the pedal position (depression amount) of the accelerator pedal 11 is conceivable as the accelerator opening degree detection means 10 and can be determined from the detection signal. Further, as another example of the accelerator opening detecting means 10, there is a throttle sensor, which can be determined from the open / closed state (ON / OFF signal) of the idle contact.

  Further, the vehicle is provided with a braking force generating means for generating a braking force on the vehicle.

  The braking force generating means of the first embodiment includes a braking device (brake) 13 provided for each of the front wheels (driving wheels) 5L and 5R and the rear wheels 12L and 12R, and a hydraulic pipe 14 connected to each braking device 13. , A hydraulic generator 16 such as a master cylinder or a booster that generates hydraulic pressure in the hydraulic oil in each hydraulic pipe 14 according to the driver's brake depression force (in other words, the amount of depression of the brake pedal 15), and each brake device 13 This is a so-called brake system for decelerating or stopping the vehicle equipped with a brake actuator 17 that adjusts the hydraulic pressure of hydraulic oil in each hydraulic pipe 14 supplied to the vehicle.

  Here, the ECU 6 of the first embodiment is provided with a braking force control device 6B that controls the braking force of the braking force generating means described above. For example, the braking force control device 6B calculates the hydraulic pressure in each hydraulic pipe 14 to be applied to each braking device 13 based on information on the depression amount and depression speed of the brake pedal 15 obtained from the brake pedal position detection sensor 18. The brake actuator 17 is instructed to generate the calculated hydraulic pressure in each hydraulic pipe 14.

  Therefore, if the detection signal of the brake pedal position detection sensor 18 is used, it is possible to determine the brake ON / OFF by the driver. For this reason, the shift control device 6A according to the first embodiment is provided with a brake ON / OFF determination means 6e for determining whether the driver is brake ON / OFF based on the detection signal of the brake pedal position detection sensor 18.

  Hereinafter, an example of the control operation of the vehicle transmission control apparatus according to the first embodiment will be described with reference to the flowchart of FIG.

  First, the shift control device 6A determines whether or not the accelerator ON / OFF determination means 6d is fully closed based on the detection signal of the accelerator opening detection means 10 (in other words, whether or not the driver is willing to decelerate). ) Is determined (step ST1).

  If the accelerator is not fully closed, the present control is terminated. If the accelerator is fully closed, the shift control device 6A determines whether a manual downshift operation has been performed by the driver (step ST2). ). In this determination, as described above, the ECU 6 receives information on the manual downshift operation amount such as the first stage downshift or the second stage downshift when the manual downshift operation is performed, so that the manual downshift operation is performed. Detect the presence or absence of.

  If it is determined in step ST2 that the manual downshift operation has not been performed, this shift control device 6A ends this control.

  On the other hand, when it is determined in step ST2 that the manual downshift operation has been performed, the target deceleration setting means 6c of the shift control device 6A uses the current gear position information and the manual downshift operation used in the determination in step ST2. Based on the quantity information, the required shift speed requested by the driver is determined. Then, the target deceleration setting means 6c obtains the target deceleration by comparing the information of the required shift speed with the target deceleration map shown in FIG. 5, and sets this as the target deceleration to be used in the next calculation process. (Step ST3).

  Thereafter, the gear ratio setting means 6a of the transmission control device 6A reads the vehicle speed information at the time of the manual downshift operation calculated by the ECU 6, and uses this vehicle speed information and the target deceleration information set in step ST3. The gear ratio is obtained in light of the gear ratio selection map shown in FIG. 6, and this is set as the gear ratio at the time of gear shift control of the continuously variable automatic transmission 2 (step ST4).

  Subsequently, the shift control device 6A sends a shift control command to the continuously variable automatic transmission 2 so that the shift control means 6b has the gear ratio set in step ST4, and the continuously variable automatic transmission 2 is sent to the continuously variable automatic transmission 2. Downshift is executed (step ST5). Accordingly, the continuously variable automatic transmission 2 fixes the gear ratio set in step ST4 by sliding the movable sheave of the primary pulley in the axial direction.

  As a result, engine braking force (deceleration) equivalent to the target deceleration is generated in the vehicle, and an appropriate increase in deceleration according to the amount of manual downshift operation by the driver can be achieved. Thus, the driver can feel the deceleration (engine braking force) that is present, and the driver can feel the uncomfortable feeling of lack of deceleration (insufficient engine braking force) that the driver has conventionally felt. In particular, in the past, the driver felt that deceleration was insufficient in the low vehicle speed range (insufficient engine braking force), but the target deceleration in Example 1 generated the engine braking force expected by the driver in all vehicle speed ranges. Since it is set to a value that can be controlled, it is possible to greatly improve the deceleration in the low vehicle speed range (insufficient engine braking force). For this reason, since the driver does not need to perform manual downshift operation or braking operation again due to insufficient deceleration (insufficient engine braking force), the troublesomeness can be eliminated.

  In the first embodiment, since the target deceleration of each gear stage is set to a constant value so as not to change depending on the vehicle speed, the same manual downshift operation is affected by the vehicle speed. The same deceleration (engine braking force) can be generated in the vehicle.

  Here, in the shift control device 6A of the first embodiment, after executing the downshift control in step ST5, the accelerator ON / OFF determination means 6d again determines that the accelerator all-in-one based on the detection signal from the accelerator opening detection means 10. It is determined whether or not it is closed (step ST6).

  If it is determined in step ST6 that the accelerator is fully closed, the shift control device 6A determines whether the brake ON / OFF determination means 6e is brake ON (step ST7). Subsequently, it is determined whether or not the speed change operation means 7 is operated (shift operation) by the driver (step ST8).

  For example, in step ST8, if the shift operating means 7 is the straight shift lever 7A or the gate shift lever 7B with the sequential shift mechanism described above, the automatic shift mode (drive) is started from the current manual shift position “M”. Switching operation to position “D”) or manual upshift operation (upshift “+”) or manual downshift operation (downshift “−”) from the current manual shift position “M”, It is determined whether the manual shift position “M” remains.

  If it is determined in step ST8 that the speed change operation means 7 has not been operated, the process returns to step ST6. If it is determined that the speed change operation means 7 has been operated, the operation type (manual) The shift control device 6A determines whether it is a downshift operation, a manual upshift operation, or a switching operation to the automatic shift mode (step ST9).

  If it is determined in step ST9 that the manual downshift operation has been performed again, the process proceeds to step ST3 and the downshift control based on the target deceleration is executed again.

  On the other hand, if it is determined in step ST6 that the accelerator is not fully closed (that is, the accelerator is ON), if it is determined that the brake is ON in step ST7, or if a manual upshift operation or automatic transmission mode is determined in step ST9. If it is determined that the switching operation is to be performed, the shift control device 6A returns the shift control of the continuously variable automatic transmission 2 to the normal shift control (step ST10), and ends this control.

  That is, whether or not the accelerator is fully closed in step ST6, whether or not the brake is turned on in step ST7, and the shift operation type in step ST9 are all returned from the downshift control based on the target deceleration described above to the normal shift control. It is a condition.

  Here, the normal shift control is a shift control according to a manual upshift operation or a switching operation to the automatic shift mode, in other words, conventionally performed. Shift control during manual upshift operation or automatic shift mode. In addition, with regard to normal shift control that returns with the accelerator ON, for example, if the engine 1 continues to increase due to the accelerator ON, an upshift is forced regardless of whether it is manual or automatic. In addition, there are conventional shift control during manual upshift operation and upshift control for fail-safe (specifically, overrev avoidance) in manual shift mode.

  On the other hand, in the case of normal shift control that returns when the brake is turned on, if the rotational speed of the engine 1 continues to decrease due to the brake being turned on, it is forced to downshift regardless of whether it is manual or automatic. There is downshift control for fail-safe (specifically, suppression of engine output reduction and avoidance of engine stop) in the manual shift mode performed from the beginning. Note that the driver may perform a manual downshift operation as the rotational speed of the engine 1 decreases after returning to the normal shift control. In such a case, it is preferable to execute the control from step ST1. .

  As described above, according to the first embodiment, the driver can experience the deceleration (engine braking force) that the driver expects during the manual downshift operation regardless of the vehicle speed during the manual downshift operation. It is possible to improve drivability during a manual downshift operation.

  Next, a second embodiment of the vehicle transmission control device according to the present invention will be described with reference to FIGS.

  The vehicle according to the second embodiment is obtained by changing the automatic transmission (continuous automatic transmission) 2 of the vehicle according to the first embodiment to a stepped type, and accordingly, the configuration of the shift control device 6A is changed. Is added. Hereinafter, it is referred to as “stepped automatic transmission 2” in the second embodiment.

  In the stepped automatic transmission 2 as well, there are two variable speed modes, an automatic transmission mode and a manual transmission mode, similar to the continuously variable automatic transmission 2 of the first embodiment. Each shift mode can be switched by operating the same shift operation means 7 as in FIG.

  Here, unlike the continuously variable automatic transmission 2, the stepped automatic transmission 2 is assigned a unique gear ratio for each gear position. For this reason, in the automatic transmission mode of the stepped automatic transmission 2, the transmission control device 6A selects the optimum gear stage according to the operating state (engine speed, engine load, accelerator opening, road gradient, etc.). Then, gear shift control is executed so that the gear position is reached. On the other hand, in the manual shift mode, the shift operation amount (manual upshift operation amount or manual downshift operation amount) triggered by the shift operation (manual upshift operation or manual downshift operation) of the shift operation means 7 by the driver. The shift control device 6A performs shift control so that the shift stage according to

  When the speed change operating means 7 is the straight type shift lever 7D shown in FIG. 4A without the sequential shift mechanism exemplified in the first embodiment or the gate type shift lever 7E shown in FIG. Each manual shift position such as “” may be set to assign a plurality of shift speeds (for example, 1st speed and 2nd speed), or only one specific shift speed (for example, 2nd speed) may be assigned. It may be set to assign. For this reason, the shift control device 6A in such a case may select one of a plurality of shift stages to perform shift control depending on the setting of the manual shift position, or shift to only a specific shift stage. Control may be performed.

  Next, the shift control device 6A of the second embodiment will be described in detail.

  First, in the shift control device 6A of the second embodiment, as shown in FIG. 8, a shift stage setting means 26a for setting the shift stage of the stepped automatic transmission 2 and a stepped automatic shift to the set shift stage. Shift control means 26b for shifting the machine 2 is provided.

  In the automatic gear shift mode, the gear position setting means 26a selects an optimum gear speed according to the driving state, and sets this as a gear position when the gear shift control means 26b performs gear shift control.

  Here, in the shift control device 6A of the second embodiment, the target deceleration is set based on the vehicle speed during the manual downshift operation, the manual downshift operation amount, and the target deceleration map shown in FIG. 5, for example. The same target deceleration setting means 26c is provided, and by using the target deceleration, a shift that can generate an engine braking force (vehicle deceleration) expected by the driver during a manual downshift operation is provided. Gear ratio calculation means 26d for calculating the ratio is provided.

  For example, the gear ratio calculation means 26d of the second embodiment uses the same gear ratio selection map as that of the first embodiment, and the target deceleration set by the target deceleration setting means 26c and the vehicle speed during the manual downshift operation. The gear ratio is calculated from As shown in FIG. 9, the transmission ratio selection map of the second embodiment represents the transmission ratio corresponding to the deceleration and vehicle speed of the vehicle with the deceleration and vehicle speed of the vehicle as parameters of the vertical and horizontal axes. Furthermore, gear ratios corresponding to the respective gear speeds of the stepped automatic transmission 2 are shown.

  By the way, in the second embodiment, since the stepped automatic transmission 2 is used, it is rare that the gear ratio obtained by the gear ratio calculating means 26d matches the gear ratio of any gear stage as it is. is there. For this reason, in the second embodiment, the gear position setting means 26a selects the gear position based on the gear ratio obtained by the gear ratio calculation means 26d, and the gear shift control means 26b controls the gear shift. It is set as the gear position at the time. As a method for selecting the gear position in the gear position setting means 26a, the following method can be considered.

  For example, the gear stage having the gear ratio closest to the gear ratio obtained by the gear ratio calculating unit 26d may be selected, or the gear step having the gear ratio higher than the gear ratio obtained by the gear ratio calculating unit 26d is selected. May be.

  According to the latter selection method, the speed is shifted to the lower speed side than the speed ratio obtained by the speed ratio calculating means 26d, and an engine braking force (vehicle deceleration) higher than expected by the driver is generated. Can be avoided. In particular, this latter selection method is useful when adjacent gears are in a cross ratio.

  On the other hand, when the gears adjacent to each other are not in a cross ratio and the gear ratio obtained by the gear ratio calculation means 26d is close to the gear ratio on the low speed gear side, the gear is shifted to the high speed gear side. The engine braking force (vehicle deceleration) expected by the driver cannot be generated.

  Therefore, in such a case, for example, if the gear ratio obtained by the gear ratio calculating means 26d is within a predetermined range such as ± 10% or ± 20% of the gear ratio of the gear, the gear is selected, If the obtained gear ratio is not within the range, the gear stage setting means 26a may be configured to select the gear stage having the higher gear ratio. As a result, the engine braking force (vehicle deceleration) expected by the driver can be effectively generated.

  Here, in the case of the above-described straight shift lever 7D without the sequential shift mechanism and the like, and in the case where a plurality of shift speeds are assigned to the manual shift position, the driver shifts to the manual shift position. When the manual downshift operation is performed, the optimum shift speed is selected from the plurality of shift speeds at the manual shift position using the above selection method.

  Further, as shown in FIG. 8, the shift control device 6A of the second embodiment is also provided with an accelerator ON / OFF determination means 26e and a brake ON / OFF determination means 26f similar to those of the first embodiment.

  Hereinafter, an example of the control operation of the vehicle transmission control apparatus according to the second embodiment will be described with reference to the flowchart of FIG.

  First, the shift control device 6A of the second embodiment determines whether or not the accelerator ON / OFF determination means 26e is fully accelerator closed (step ST11) as in the first embodiment (step ST11). While the control is finished, if the accelerator is fully closed, it is determined whether or not a manual downshift operation has been performed by the driver (step ST12).

  Here, the shift control device 6A terminates the present control if it is determined that the manual downshift operation is not performed, and if it is determined that the manual downshift operation is performed, the target deceleration setting means 26c implements it. The target deceleration is set in the same manner as in Example 1 (step ST13).

  Thereafter, the transmission control device 6A compares the information on the target deceleration set by the transmission ratio calculation means 26d in step ST13 and the information on the vehicle speed during the manual downshift operation with the transmission ratio selection map shown in FIG. A gear ratio is obtained (step ST14), and the gear position setting means 26a sets the gear position based on the gear ratio (step ST15).

  Subsequently, this shift control device 6A sends a shift control command to the stepped automatic transmission 2 so that the shift control means 26b becomes the shift stage set in step ST15, and the stepped automatic transmission 2 is sent to the stepped automatic transmission 2. Downshift is executed (step ST16).

  As a result, an engine braking force (deceleration) corresponding to the target deceleration is generated in the vehicle, and an appropriate increase in deceleration can be achieved according to the amount of manual downshift operation by the driver. For this reason, as in the first embodiment, the driver can experience the deceleration (engine braking force) that is expected during the manual downshift operation, and the driver has felt that the deceleration is insufficient (engine braking force). The lack of incompatibility can be resolved. Furthermore, since the driver does not need to perform a manual downshift operation or a brake operation again due to the insufficient deceleration (insufficient engine braking force), the troublesomeness can be eliminated.

  Even in the second embodiment, since the target deceleration of each gear stage is set to a constant value so as not to change depending on the vehicle speed, the same manual downshift operation is affected by the vehicle speed. The same deceleration (engine braking force) can be generated in the vehicle.

  Here, the stepped automatic transmission 2 may maintain the current shift speed in step ST16 depending on the shift speed set in step ST15. That is, in step ST15, if the gear position setting means 26a is configured so as to select a speed ratio with a speed ratio higher than the speed ratio obtained by the speed ratio calculation means 26d, the current gear speed stage is selected. May be maintained. However, even in such a case, the current shift speed is determined as a shift speed that generates an engine braking force (deceleration) equivalent to the target deceleration. It is possible to increase the appropriate deceleration according to the amount of downshift operation.

  Incidentally, also in the shift control device 6A of the second embodiment, after executing the shift control in step ST16, as in the first embodiment, determination of the return condition to the normal shift control (whether the accelerator is fully closed, (Steps ST17 to ST20) and return to normal shift control depending on the determination result (Step ST21). These are the same as Steps ST6 to ST10 of the first embodiment described above. Since it is performed, description here is omitted.

  As described above, according to the second embodiment, as in the first embodiment, the deceleration (engine braking force) expected by the driver during the manual downshift operation can be set regardless of the vehicle speed during the manual downshift operation. Since it can be experienced, it is possible to improve drivability during a manual downshift operation.

  Next, a third embodiment of the vehicle transmission control apparatus according to the present invention will be described with reference to FIGS.

  In the third embodiment, the target deceleration set by the target deceleration setting means 6c in step ST3 and the actual vehicle deceleration after the downshift of the continuously variable automatic transmission 2 in step ST5 are performed. (Hereinafter referred to as “actual deceleration”), a gear ratio correction control is performed based on this deviation.

  Therefore, as shown in FIG. 11, the transmission control device 6A of the third embodiment includes a transmission ratio setting means 6a, a transmission control means 6b, a target deceleration setting means 6c, an accelerator ON / OFF determination means 6d, and the like. In addition to the brake ON / OFF determination means 6e, the actual deceleration detection means 6f for detecting the actual deceleration of the vehicle, the target deceleration / actual deceleration deviation determination means 6g for determining the presence or absence of the deviation as described above, Gear ratio correction means 6h for correcting the gear ratio in the continuously variable automatic transmission 2 based on the deviation is provided.

  First, the actual deceleration detecting means 6f of the third embodiment detects the actual deceleration based on the detection signal of the longitudinal acceleration sensor 19 shown in FIG. 11, which can detect the longitudinal acceleration of the vehicle, for example. is there. The actual deceleration detecting means 6f may calculate the actual deceleration based on the rate of change of the detection signal from the vehicle speed sensor 9, for example.

  The target deceleration / actual deceleration deviation determining means 6g obtains a difference between the target deceleration set by the target deceleration setting means 6c and the actual deceleration after the downshift is performed, and the target deceleration and the actual deceleration are obtained. Whether or not there is a deviation between the two is determined.

  Further, when the target deceleration / actual deceleration deviation determining means 6g determines that “there is a deviation”, the transmission ratio correcting means 6h is a continuously variable automatic transmission that achieves a target deceleration based on the deviation. 2 is subjected to shift control.

  For example, in the continuously variable automatic transmission 2, if the movement amount or position of the primary sheave movable sheave in the axial direction is deviated for some reason, the speed ratio set by the speed ratio setting means 6a does not become the speed ratio, but the target deceleration and actual speed change. There will also be a deviation from the deceleration. For this reason, in such a case, the gear ratio correction unit 6h causes the continuously variable automatic transmission 2 to execute the gear shift control again so that the gear ratio set by the gear ratio setting unit 6a is obtained, thereby continuously variable. The automatic transmission 2 can be corrected to an appropriate gear ratio.

  However, it is difficult to determine whether the cause of the shift of the movable sheave is unique to the continuously variable automatic transmission 2 or due to some disturbance, and the gear ratio of the continuously variable automatic transmission 2 is the gear ratio setting means. Although the gear ratio 6a is set, it is conceivable that a deviation occurs between the target deceleration and the actual deceleration due to various factors such as the influence of the torque converter.

  Therefore, in the gear ratio correction means 6h of the third embodiment, for example, the movement amount in the axial direction of the movable sheave of the primary pulley corresponding to the deviation between the target deceleration and the actual deceleration (the actual deceleration is the target). A correction amount in the axial direction of the movable sheave to be brought close to the deceleration) is obtained in advance, and the continuously variable automatic transmission 2 is subjected to shift control based on the movement amount of the movable sheave calculated from the corresponding relationship. For example, in the third embodiment, a gear ratio correction map having the corresponding relationship is prepared in a storage device of the ECU 6 or the like.

  Hereinafter, an example of the control operation of the vehicle transmission control device according to the third embodiment will be described with reference to the flowchart of FIG. Note that steps ST31 to ST35 in FIG. 12 are performed in the same manner as steps ST1 to ST5 in the first embodiment, and thus description thereof is omitted here.

  In the shift control device 6A of the third embodiment, after downshift control is performed in step ST35, the actual deceleration detecting means 6f calculates the actual deceleration of the vehicle, and the target deceleration / actual deceleration deviation determining means. The difference between the calculated actual deceleration and the target deceleration set by the target deceleration setting means 6c in step ST33 is obtained from 6g, and the presence / absence of a deviation therebetween is determined (step ST36).

  Here, when there is a deviation between the target deceleration and the actual deceleration, the transmission ratio correction means 6h of the transmission control device 6A moves the movable sheave in the axial direction based on the deviation and the transmission ratio correction map. Is calculated, a shift control command is sent to the continuously variable automatic transmission 2 so as to slide in the axial direction of the movable sheave by the amount of movement, and the gear ratio correction control is executed for the continuously variable automatic transmission 2 (Step ST37).

  Thereafter, the shift control device 6A determines the return condition to normal shift control (steps ST6 to ST9 in the first embodiment) (whether the accelerator is fully closed, whether the brake is ON, whether there is a shift operation). Is performed (step ST38).

  Here, the shift control device 6A determines whether or not the manual downshift operation is determined in the determination when the return condition to the normal shift control is not satisfied (step ST39). If it is an operation, the process proceeds to step ST33, and if it is not a manual downshift operation, the process returns to step ST36 to perform feedback control relating to the correction of the gear ratio.

  On the other hand, if the return condition to the normal shift control is satisfied in step ST38, the shift control device 6A stops the shift ratio correction control by the shift ratio correcting means 6h (step ST40), and continuously variable automatic The shift control of the transmission 2 is returned to the normal shift control (step ST41), and this control is terminated.

  By the way, in the third embodiment, when it is determined in step ST36 that there is no deviation between the target deceleration and the actual deceleration, the routine proceeds to step ST38, and a return condition to normal shift control is achieved. In this case, when the return condition to the normal shift control is satisfied in step ST38, the process proceeds to step ST41 and returns to the normal shift control.

  As described above, according to the third embodiment, it is determined whether or not the desired speed change control is performed by comparing the actual deceleration of the vehicle with the target speed reduction, and the appropriate speed change ratio must be obtained. Therefore, the engine braking force (deceleration) equivalent to the target deceleration can be more reliably generated in the vehicle, and an appropriate increase in deceleration according to the amount of manual downshift operation by the driver is achieved. be able to. For this reason, the driver can effectively experience the deceleration (engine braking force) that is expected during a manual downshift operation, even if the movable sheave is inadequately moved or under adverse conditions such as disturbance. Thus, it is possible to surely eliminate the uncomfortable feeling of lack of deceleration (insufficient engine braking force) that the driver has conventionally felt. Furthermore, for the driver, the manual downshift operation and the brake operation again due to the insufficient deceleration (insufficient engine braking force) are not required regardless of the decrease in the vehicle speed, so that the troublesomeness can be effectively eliminated. Can do.

  Even in the third embodiment, since the target deceleration of each gear stage is set to a constant value so as not to change depending on the vehicle speed, the same manual downshift operation is affected by the vehicle speed. Equivalent deceleration (engine braking force) can be generated. Furthermore, since the gear ratio is feedback-controlled and corrected to the target deceleration as appropriate, the decrease in vehicle deceleration accompanying the decrease in vehicle speed after downshifting can be largely eliminated. That is, according to the third embodiment, it is possible to eliminate a large difference in vehicle deceleration caused by a change in vehicle speed, which has occurred in the past.

  As described above, according to the third embodiment, the deceleration (engine braking force) expected by the driver at the time of the manual downshift operation is set regardless of the vehicle speed at the time of the manual downshift operation. Since it can be felt regardless of the decrease, the drivability during the manual downshift operation can be further improved as compared with the first embodiment.

  Next, a fourth embodiment of the vehicle transmission control apparatus according to the present invention will be described with reference to FIGS.

  In the fourth embodiment, in the above-described second embodiment, the target deceleration set by the target deceleration setting means 26c in step ST13 and the actual deceleration of the vehicle after the downshift of the stepped automatic transmission 2 in step ST16 are performed. If there is a deviation between the two, the shift stage correction control is performed based on this deviation.

  Therefore, in the shift control device 6A of the fourth embodiment, as shown in FIG. 13, the shift speed setting means 26a, the shift control means 26b, the target deceleration setting means 26c, the gear ratio calculation means 26d, the accelerator ON, as in the second embodiment. In addition to the / OFF determination means 26e and the brake ON / OFF determination means 26f, the actual deceleration detection means 26g for detecting the actual deceleration of the vehicle, and the target deceleration / actual deceleration deviation for determining the presence or absence of such a deviation as described above A determination unit 26h and a shift stage correction unit 26i that performs shift stage correction control on the stepped automatic transmission 2 based on the deviation are provided.

  Here, the actual deceleration detecting means 26g and the target deceleration / actual deceleration deviation determining means 26h are similar to the actual deceleration detecting means 6f and the target deceleration / actual deceleration deviation determining means 6g of the third embodiment described above. It is configured.

  By the way, since the stepped automatic transmission 2 is assigned a constant gear ratio for each gear stage, even if there is a deviation between the target deceleration and the actual deceleration, the current state depends on the magnitude of the deviation. It may be preferable to maintain this shift stage. For example, if the deviation is small, after all, it is preferable to maintain the current gear position in order to avoid generation of engine braking force (vehicle deceleration) that is higher than expected by the driver. On the other hand, if the deviation is large, it is preferable to execute downshift control in order to maintain an appropriate engine braking force (vehicle deceleration).

  Therefore, when the target deceleration / actual deceleration deviation determining unit 26h determines that “there is a deviation”, the gear stage correcting unit 26i according to the fourth embodiment shifts to a gear stage that can be the target deceleration depending on the magnitude of the deviation. And the stepped automatic transmission 2 is controlled to shift.

  For example, a deviation ratio (hereinafter referred to as “deviation ratio”) with respect to the target deceleration or the actual deceleration is set in advance as a threshold for determining whether or not to perform shift position correction control, and the deviation ratio exceeds the threshold. If it is, shift down one step from the current gear. Here, it is preferable to set the threshold value for each gear position in order to further improve the accuracy.

  Hereinafter, an example of the control operation of the vehicle transmission control device according to the fourth embodiment will be described with reference to the flowchart of FIG. Note that steps ST51 to ST56 in FIG. 14 are performed in the same manner as steps ST11 to ST16 in the second embodiment, and thus description thereof is omitted here.

  In the shift control device 6A of the fourth embodiment, after the shift control is performed in step ST56, as in the third embodiment, the actual deceleration detecting means 26g calculates the actual deceleration of the vehicle, and the target deceleration / The actual deceleration deviation determining means 26h obtains the difference between the calculated actual deceleration and the target deceleration set by the target deceleration setting means 26c in step ST53, and determines the presence or absence of a deviation therebetween (step ST57).

  Here, when there is a deviation between the target deceleration and the actual deceleration, the gear stage correction means 26i of the shift control device 6A calculates a deviation ratio from the deviation and the target deceleration or the actual deceleration, and this deviation. It is determined whether or not the ratio exceeds the threshold value described above (step ST58).

  If the deviation ratio exceeds the above-described threshold value, the gear position correction means 26i sends a gear shift control command to the stepped automatic transmission 2 to shift down by one step, and the stepped automatic transmission 2 Then, the shift position correction control is executed (step ST59).

  Thereafter, the shift control device 6A determines the return condition for normal shift control (whether the accelerator is fully closed, whether the brake is turned on, whether there is a shift operation) as in steps ST17 to ST20 of the second embodiment. Is performed (step ST60).

  Here, the shift control device 6A determines whether or not the manual downshift operation is determined in the determination when the return condition to the normal shift control is not satisfied (step ST61). If it is an operation, the process proceeds to step ST53, and if it is not a manual downshift operation, the process returns to step ST57 to perform feedback control relating to the shift stage correction.

  On the other hand, if the return condition to the normal shift control is satisfied in step ST60, the shift control device 6A stops the shift speed correction control by the shift speed correcting means 26i (step ST62), and the stepped automatic The shift control of the transmission 2 is returned to the normal shift control (step ST63), and this control is terminated.

  By the way, in the fourth embodiment, when it is determined in step ST57 that there is no deviation between the target deceleration and the actual deceleration, or in step ST58, the deviation ratio exceeds the aforementioned threshold. When it is determined that there is not, the process proceeds to step ST60 to determine the return condition to the normal shift control. In such a case, when the return condition to the normal shift control is satisfied in step ST60, the process proceeds to step ST60. The process proceeds to ST63 and returns to normal shift control.

  As described above, according to the fourth embodiment, it is determined whether or not the desired shift control is being performed by comparing the actual deceleration of the vehicle with the target deceleration, and the appropriate shift speed must be obtained. Therefore, the engine braking force (deceleration) equivalent to the target deceleration can be generated more reliably in the vehicle, and an appropriate increase in deceleration according to the amount of manual downshift operation by the driver can be achieved. Can be planned. For this reason, the driver can effectively experience the deceleration (engine braking force) that is expected during a manual downshift operation, even if the movable sheave is inadequately moved or under adverse conditions such as disturbance. Thus, it is possible to surely eliminate the uncomfortable feeling of lack of deceleration (insufficient engine braking force) that the driver has conventionally felt. Furthermore, for the driver, the manual downshift operation and the brake operation again due to the insufficient deceleration (insufficient engine braking force) are not required regardless of the decrease in the vehicle speed, so that the troublesomeness can be effectively eliminated. Can do.

  Even in the fourth embodiment, since the target deceleration of each shift stage is set to a constant value so as not to change depending on the vehicle speed, the same manual downshift operation is affected by the vehicle speed. Equivalent deceleration (engine braking force) can be generated. Further, since the shift stage is feedback-controlled and appropriately corrected to the target deceleration, the decrease in vehicle deceleration accompanying the decrease in vehicle speed after the downshift can be largely eliminated. That is, according to the fourth embodiment, it is possible to eliminate a large difference in vehicle deceleration caused by a change in vehicle speed that has occurred in the past.

  As described above, according to the fourth embodiment, the deceleration (engine braking force) expected by the driver during the manual downshift operation is set regardless of the vehicle speed during the manual downshift operation, and the subsequent vehicle speed Since it can be felt regardless of the decrease, the drivability during the manual downshift operation can be further improved as compared with the second embodiment.

  Here, in each of the first to fourth embodiments described above, the target deceleration is set using the target deceleration map shown in FIG. 5 in which the target deceleration of each gear stage is a constant value regardless of the vehicle speed. However, the target deceleration map may be as shown in FIG.

  The target deceleration map shown in FIG. 15 is obtained by increasing the target deceleration of each gear stage as the vehicle speed increases, and makes the gradient of the target deceleration corresponding to the vehicle speed substantially constant at each gear stage. In particular, the inclination on the low speed stage side is made smaller than the inclination of the gear ratio of the automatic transmission 2. Even with such a target deceleration map, as in the first to fourth embodiments described above, it is possible to eliminate the uncomfortable feeling of insufficient deceleration (insufficient engine braking force) that the driver has traditionally felt. A large difference in vehicle deceleration due to the generated vehicle speed can be reduced.

  When such a target deceleration map is used, the target deceleration setting means 6c, 26c reads, for example, information on the vehicle speed at the time of manual downshift operation calculated by the ECU 6, and information on the current gear position. The requested shift speed requested by the driver is determined from the information on the manual downshift operation amount. Then, the target deceleration setting means 6c, 26c obtains the target deceleration by comparing the information of the vehicle speed and the required shift speed with the target deceleration map shown in FIG. 15, and uses this in the next arithmetic processing. The deceleration is set (steps ST3, ST13, ST33, ST53).

  Further, the target deceleration may be set as follows without using such a target deceleration map shown in FIGS. For example, the deceleration of the vehicle when the driver performs a manual downshift operation is detected, and this deceleration is set as the target deceleration. Then, similarly to the third embodiment or the fourth embodiment described above, the gear ratio or the shift speed feedback control based on the deviation between the target deceleration and the vehicle deceleration is executed. As a result, it is possible to eliminate the decrease in the deceleration of the vehicle that accompanies the decrease in the vehicle speed after the downshift, and thus it is possible to eliminate the large difference in the deceleration of the vehicle due to the change in the vehicle speed that has occurred in the past.

  Further, in each of the first to fourth embodiments described above, the continuously variable automatic transmission 2 or the stepped automatic transmission 2 is exemplified, but the present invention can be similarly applied to a manual transmission with an automatic transmission mode. . In this type of manual transmission with automatic transmission mode, it is preferable to perform the same control as the stepped automatic transmission 2 of the second embodiment.

  Furthermore, in each of the first to fourth embodiments described above, the case where the present apparatus is applied to an FF vehicle has been illustrated. However, the present apparatus can be applied to any vehicle such as a so-called FR (Front engine Rear drive) vehicle or a four-wheel drive vehicle. Can also be applied.

  As described above, the vehicle gear change control device according to the present invention is useful for gear change control for a transmission having an automatic gear shift mode and a manual gear shift mode. It is suitable for technology that generates the expected deceleration (engine braking force) to the vehicle.

1 is a diagram illustrating a configuration of a first embodiment of a vehicle transmission control device according to the present invention. FIG. It is an example of the speed change operation means 7 and is a view showing a straight type shift lever with a sequential shift mechanism. It is an example of the shift operation means 7 and is a view showing a gate type shift lever with a sequential shift mechanism. It is an example of the speed change operation means 7 and is a view showing a shift switch of a steering wheel. It is an example of the speed change operation means 7 and is a view showing a straight type shift lever without a sequential shift mechanism. It is an example of the shift operation means 7 and is a view showing a gate type shift lever without a sequential shift mechanism. It is a figure which shows an example of a target deceleration map. It is a figure which shows an example of the gear ratio selection map in a continuously variable automatic transmission. 3 is a flowchart illustrating a control operation of a vehicle transmission control device according to Embodiment 1. It is a figure which shows the structure of Example 2 of the transmission control apparatus for vehicles which concerns on this invention. It is a figure which shows an example of the gear ratio selection map in a stepped automatic transmission. 6 is a flowchart illustrating a control operation of a vehicle transmission control device according to a second embodiment. It is a figure which shows the structure of Example 3 of the transmission control apparatus for vehicles which concerns on this invention. 10 is a flowchart for explaining a control operation of a vehicle transmission control apparatus according to a third embodiment. It is a figure which shows the structure of Example 4 of the transmission control apparatus for vehicles which concerns on this invention. 10 is a flowchart illustrating a control operation of a vehicle transmission control apparatus according to a fourth embodiment. It is a figure which shows the other example of a target deceleration map.

Explanation of symbols

2 Automatic transmission (continuously automatic transmission, stepped automatic transmission)
6A Transmission control device 6a Transmission ratio setting means 6b Transmission control means 6c Target deceleration setting means 6d Accelerator ON / OFF determination means 6e Brake ON / OFF determination means 6f Actual deceleration detection means 6g Target deceleration / actual deceleration deviation determination means 6h Speed change ratio correction means 7 Speed change operation means 9 Vehicle speed sensor 10 Accelerator opening detection means 18 Brake pedal position detection sensor 19 Longitudinal direction acceleration sensor 26a Shift speed setting means 26b Shift control means 26c Target deceleration setting means 26d Speed ratio calculation means 26e Accelerator ON / OFF determination means 26f Brake ON / OFF determination means 26g Actual deceleration detection means 26h Target deceleration / actual deceleration deviation determination means 26i Shift speed correction means

Claims (3)

When a manual downshift operation by a driver for a transmission having an automatic transmission mode and a manual transmission mode is detected, a target deceleration for setting a target deceleration after a downshift based on the manual downshift operation by the driver is detected. Speed setting means;
Gear ratio setting means for setting a gear ratio of the transmission at which the vehicle deceleration becomes the target deceleration set by the target deceleration setting means;
Shift control means for controlling the shift of the transmission so that the gear ratio set by the gear ratio setting means is set;
A shift control apparatus for a vehicle, comprising: When a manual downshift operation by a driver for a transmission having an automatic transmission mode and a manual transmission mode is detected, a target deceleration for setting a target deceleration after a downshift based on the manual downshift operation by the driver is detected. Speed setting means;
Gear ratio calculating means for calculating a gear ratio of the transmission capable of causing the vehicle deceleration to be the target deceleration set by the target deceleration setting means;
A shift speed setting means for setting a shift speed of the transmission based on the speed ratio obtained by the speed ratio calculation means;
Shift control means for controlling the shift of the transmission so that the shift speed setting means sets the shift speed;
A shift control apparatus for a vehicle, comprising:   The shift control device for a vehicle according to claim 1 or 2, wherein the target deceleration is a deceleration for each gear stage capable of generating an engine braking force expected by a driver in the entire vehicle speed range.

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