JP2007132385A - Speed-change controller for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a speed-change controller for an automatic transmission gearshift controller by which sufficient improvements can be attained in drive force and fuel consumption by making the smooth transition from a manual to an automatic variable speed mode. <P>SOLUTION: There is provided the speed-change controller for the automatic transmission equipped with the automatic variable speed mode for judging a speed-change stage or a gear ratio to be set based on a traveling condition to perform a speed-change operation and the manual variable speed mode for performing a speed-change operation directed by a manual operation of a driver. The speed-change controller for the automatic transmission includes a cruising travel judging means for judging a cruising travel condition from an accelerator operation of the driver and a change in car speed, and a manual variable speed mode releasing means for making the transition from the manual variable speed mode to the automatic variable speed mode when the cruising travel condition of the car has been judged during the manual variable speed mode by the cruising travel judging means. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a shift control device for an automatic transmission having an automatic shift mode and a manual shift mode.

  Shift control in an automatic transmission for a vehicle is normally performed based on a shift characteristic map in which a shift stage is set according to a travel state, but a travel state in which a shift is executed is uniquely determined. The degree of freedom in shifting is small, and it is difficult for the driver to know when the shifting operation is performed during traveling.

  Therefore, recently, vehicles equipped with an automatic transmission equipped with a manual shift mode that can perform a shift operation also by a manual operation of a driver are commercially available.

  In such an automatic transmission, a manual range is generally set by adding a manual range to the shift position of a shift lever operated by a driver, and an upshift command or a downshift command is issued by operating the shift lever within the manual range. In addition, the automatic transmission is configured to sequentially shift from the current shift speed to the high speed shift speed or the low speed shift speed.

In addition, a manual shift mode that allows upshifting or downshifting based on the driver's intention by pressing a switch on the steering wheel (handle) while driving in the automatic transmission drive range (D range) An automatic transmission is proposed in Japanese Patent Laid-Open Nos. 2000-283281 and 2002-147588.
JP 2000-283281 A JP 2002-147588 A

  In the automatic transmission shift control device described in Patent Document 1 and Patent Document 2 described above, an upshift or a downshift can be performed by a switch operation while traveling in the D range, and driving in a manual shift mode based on the driver's intention is performed. Can enjoy.

  However, since the shift control device for the automatic transmission described in these prior arts does not disclose detailed control when shifting from the automatic shift mode to the manual shift mode, the driver's intention in the manual shift mode is not disclosed. There was a problem that I could not fully enjoy the respected manual-like driving.

  Further, in the shift control device for an automatic transmission described in Patent Document 2, as a return condition from the manual shift mode to the automatic shift mode, the lateral G acceleration is not more than a predetermined value, the vehicle is not coasting, and the vehicle speed is not less than a predetermined value. Three conditions are mentioned. These automatic speed change mode return conditions are deliberate from the viewpoint of smooth transition.

  Accordingly, an object of the present invention is to provide a shift control device for an automatic transmission that can smoothly shift from a manual shift mode to an automatic shift mode and can improve a sufficient driving force and fuel consumption. .

  According to the first aspect of the present invention, the automatic shift mode in which the shift stage or the gear ratio to be set is determined based on the running state and the shift operation is performed, and the manual shift in which the shift operation instructed by the driver's manual operation is performed. A cruise control unit for determining a cruise travel state of the vehicle based on a driver's accelerator operation and a change in vehicle speed, and the cruise travel determination during the manual shift mode. A shift control device for an automatic transmission, comprising: a manual shift mode release unit that shifts from the manual shift mode to the automatic shift mode when the cruise traveling state of the vehicle is determined by the means. Provided.

  According to a second aspect of the present invention, in the first aspect of the present invention, in the manual shift mode, the driver selects a manual shift range position and performs a shift operation instructed by operating a shift up switch or a shift down switch. A first manual shift mode to be performed; and a second manual shift mode in which a driver selects an automatic shift range position and performs a shift operation instructed by an operation of the upshift switch or the downshift switch. 2. A shift control apparatus for an automatic transmission according to claim 1, wherein said means operates during said second manual shift mode.

  According to the third aspect of the present invention, the speed change operation or the gear ratio to be set is performed with the first speed change characteristic set according to the running state, and the uphill / downhill set according to the uphill / downhill running state In an automatic transmission shift control device comprising an automatic shift mode including an uphill / downhill travel automatic shift mode for performing a shift operation according to a travel shift characteristic, and a manual shift mode for performing a shift operation instructed by a manual operation of a driver, After the shift operation in which downshift is instructed by the driver's manual operation, the region where the upshift shift signal is output with respect to the first shift characteristic is changed to the second shift characteristic biased toward the high vehicle speed side. The shift characteristic changing means and the output of the shift signal of the upshift when the driving state of the vehicle becomes a driving state where an upshift shift signal should be output based on the second shift characteristic. Delay means for delaying a predetermined delay time based on the traveling state of the vehicle, and after the delay time by the delay means has elapsed, the traveling state of the vehicle outputs an upshift shift signal based on the second shift characteristic. A cruise that determines the cruise state of the vehicle based on the driver's accelerator operation and changes in vehicle speed, and upshift permission means that permits the output of a shift signal for one upshift when the traveling state to be performed is continued Travel determination means, and manual shift mode release means for shifting from the manual shift mode to the automatic shift mode when the cruise travel state of the vehicle is determined by the cruise travel determination means during the manual shift mode. A shift control apparatus for an automatic transmission is provided.

  According to a fourth aspect of the invention, in the third aspect of the invention, in the manual shift mode, the driver selects a manual shift range position and performs a shift operation instructed by operating a shift up switch or a shift down switch. A first manual shift mode to be performed; and a second manual shift mode in which a driver selects an automatic shift range position and performs a shift operation instructed by an operation of the upshift switch or the downshift switch. 4. The shift control device for an automatic transmission according to claim 3, wherein the means operates during the second manual shift mode.

  According to the first aspect of the present invention, after the shift operation instructed by manual operation is performed, it is determined by the cruise determination means that the driver does not request acceleration or deceleration to the vehicle, and the cruise traveling is determined. By shifting from the manual shift mode to the automatic shift mode, it becomes possible to travel at the optimum gear position or gear ratio that matches the traveling state, and sufficient driving force and fuel consumption can be improved.

  According to the invention described in claim 2, by providing two manual transmission modes, a mode capable of strongly responding to the driver's request and a mode capable of responding to some extent, the range for driving the vehicle is widened. Is possible.

  That is, the first manual shift mode is a mode in which the upshift switch or the downshift switch is operated after the driver selects the manual shift range position, and can respond to the driver's request as much as possible. . Therefore, in the first manual shift mode, the setting is made to meet the driver's request within a range in which engine stall or engine overspeed can be prevented.

  The second manual shift mode is a mode in which an upshift switch or a downshift switch is operated after an automatic shift range position is selected, and can respond to a driver's request to some extent.

  Therefore, the second manual speed change mode is set to prevent shift hunting and to prevent the driving force from being insufficient or the fuel consumption from deteriorating due to high speed and high gear ratio at extremely low vehicle speeds. Is done.

  In the cruise determination, it is determined that the driver does not request acceleration or deceleration during the second manual shift mode, and in that case, the shift to the automatic shift mode is performed by shifting from the manual shift mode to the automatic shift mode. It becomes possible to travel at the optimum gear position or gear ratio, and sufficient driving force and fuel consumption can be improved. Since the shift to the automatic transmission mode is made by the cruise determination, there is no sense of discomfort to the driver.

  According to the third aspect of the present invention, even if the upshift is delayed by the D range paddle control shift hold control or the uphill / downhill control is operating on the uphill road, By canceling the D-range paddle control (manual shift mode) and shifting to the automatic shift mode based on the determination, it is possible to travel with the optimum shift speed or gear ratio in the automatic shift mode.

  According to the fourth aspect of the present invention, there are provided two manual transmission modes, a mode capable of strongly responding to the driver's request and a mode capable of responding to a certain extent, and cruise determination during driving in the second manual transmission mode. In such a case, by shifting to the automatic transmission mode, it is possible to optimize driving and widen the range for driving the vehicle.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Referring to FIG. 1, reference numeral 2 indicates a shift position of a shift lever suitable for use in the present invention. As is well known, P is a parking range, R is a reverse range, and N is a neutral range.

  Further, D is a drive range, and when the shift lever is in the D range, an automatic shift mode is performed in which a shift stage or a gear ratio to be set is determined based on the running state and a shift operation is performed. S is a sport range or a manual shift range, and enables manual-like running in an automatic transmission.

  FIG. 2 shows a paddle switch 6 provided on the steering wheel (handle) 4. The paddle switch 6 has an upshift switch 6a and a downshift switch 6b.

  When the shift lever is shifted to the S range and the paddle switch 6 is operated, the shift to the manual shift mode is made and manual shift is possible. That is, each time the upshift switch 6a is pressed, the gear is shifted up by one step, and every time the downshift switch 6b is pressed, the gear is shifted down by one step, so that a shift control similar to a manual transmission is possible.

  In this S range paddle shift, the upshift side can be upshifted within a range that does not cause a predetermined engine stall, and the downshift side is down within a range that does not cause a predetermined engine overspeed. Shift is possible.

  That is, in the S-range paddle shift, the gear position (speed ratio) selected by the paddle switch 6 is held, and operability similar to that of a manual transmission can be realized, which is suitable for sports driving.

  When the paddle switch 6 is operated while the shift lever is held in the D range, the shift mode is shifted to the D range paddle shift, and the shift mode is established to answer the driver's request to some extent. For example, a one-action operation can be performed without releasing a hand from a steering wheel for a deceleration operation frequently used during traveling.

  In other words, the D-range paddle shift can be upshifted or downshifted with a single action of operating the paddle switch 6, and aims to achieve both fuel efficiency and power performance.

  In the D-range paddle shift, kick-down is enabled by depressing the accelerator pedal rapidly, and the automatic return mode of the D-range is automatically returned when the vehicle cruise is described later.

  Referring to FIG. 3, there is shown a display example of the meter portion of the instrument panel 8 suitable for use in the shift control of the present invention. FIG. 3A shows an S range paddle shift. For example, when the fifth speed is selected, S is lit and M5 is displayed. FIG. 3B shows a D-range paddle shift. For example, when the fifth speed is selected, D is lit and 5 is displayed.

  FIG. 4 is a schematic system configuration diagram of the shift control apparatus according to the embodiment of the present invention. In FIG. 4, reference numeral 12 denotes an engine, and reference numeral 14 denotes an automatic transmission. The output of the engine 12 is transmitted to driving wheels (not shown) via the automatic transmission 14.

  The automatic transmission 14 includes a torque converter 16 and a multi-stage transmission gear mechanism 18. The torque converter 16 includes a lockup clutch (not shown), and the lockup clutch is turned on (engaged) and turned off (released) by controlling the solenoid 20 for lockup.

  The multi-speed gear mechanism 18 has five forward speeds in the present embodiment, and a desired speed stage can be achieved by changing the combination of excitation and demagnetization of a plurality of speed change solenoids 22 as speed change operation means as is well known. Is set. Of course, each of the solenoids 20 and 22 switches the operation mode of the hydraulic actuator for lock-up or speed change.

  Reference numeral 24 denotes a control unit (ECU) using a microcomputer, and signals from a throttle opening sensor 26, a vehicle speed sensor 28 and a gear position sensor 30 are input to the control unit 24.

  The throttle opening sensor 26 detects the opening of the throttle valve 32, that is, the throttle opening. The vehicle speed sensor 28 detects the vehicle speed, and the gear position sensor 30 detects the current gear position of the automatic transmission 14, that is, the gear position.

  Further, the shift lever position 2 is input to the control unit 24, and the signal of the upshift switch 6a or the downshift switch 6b of the paddle switch 6 is input. The control unit 24 outputs a control signal for turning on and off the lockup clutch to the solenoid 20 and a signal for shifting control to the solenoid 22.

  The control unit 24 basically includes a CPU, a ROM, a RAM, a clock (soft timer), an A / D converter or a D / A converter, and an input / output interface. Since it is a known configuration when used, its description is omitted.

  Next, an outline of the D range paddle shift control will be described with reference to FIG. First, it is assumed that the shift lever is in the D range, the accelerator or throttle is fully closed, and the vehicle is traveling at the fourth speed.

  When the downshift switch 6b is pressed at A, the shift to the D range paddle shift is made, the downshift to the third speed is performed, and the 7 segment lamp in the display meter portion is lit. When the accelerator pedal is depressed in B, the kickdown is activated to shift down to the 2nd speed and the 7 segment lamp goes out. When the accelerator pedal is returned at C, the shift is upshifted to the original hold stage, that is, to the third speed.

  When the upshift switch 6a is pressed at D, the upshift to the fourth speed is performed and the 7 segment lamp is lit. When it is determined at E that the vehicle is in the cruising running state, the vehicle returns to the automatic transmission mode in the D range, automatically upshifts to the fifth speed, and the 7-segment lamp is turned off.

  The D range paddle shift control according to the present invention can be (1) upshifted or downshifted by one-action paddle switch operation in the D range. (2) Kickdown is accepted even during D range paddle shift control. ) It is characterized in that the vehicle automatically returns to the automatic transmission mode of the D range upon judging the cruise of the vehicle.

  The D range paddle shift control is very effective under the following driving conditions.

(A) When the vehicle is close to the front vehicle and light deceleration is required (b) When light deceleration is necessary before cornering (c) When strong deceleration is required in combination with the brake pedal Above is the D-range paddle The overall outline of the shift control will be described. Next, the control of the portion according to the present invention will be described with reference to the principle block diagrams of FIGS.

  First, referring to the first principle block diagram of FIG. 6, the shift control device for an automatic transmission according to the present invention performs a shift operation by determining a shift stage or a gear ratio to be set in the D range 34 based on a running state. An automatic shift mode 36 and a manual shift mode 38 for performing a shift operation instructed by a driver's manual operation are provided.

  The cruise travel determination means 40 determines the cruise travel state of the vehicle based on the driver's accelerator operation and vehicle speed change. For example, it is determined that the vehicle is in the cruise traveling state when the accelerator pedal is depressed, the vehicle speed change is small, and the accelerator opening (throttle opening) change is small.

  The manual shift mode canceling means 42 cancels the manual shift mode 38 and shifts to the automatic shift mode 36 when the cruise travel determining means 42 determines the cruise travel state of the vehicle during operation in the manual shift mode 38. Let

  The S range 44 includes a first manual shift mode 46 that selects the S range (manual shift range position) and performs a shift operation instructed by operating the upshift switch or the downshift switch.

  The manual shift mode 38 of the D range 34 is a second manual shift mode in which the driver selects an automatic shift range position and performs a shift operation instructed by operating an upshift switch or a downshift switch.

  According to the present invention, after performing a shift operation instructed by a manual operation, it is determined by the cruise traveling determination means that the driver does not request acceleration or deceleration to the vehicle, and when the cruise traveling is determined, it is manually performed. By shifting from the speed change mode to the automatic speed change mode, it is possible to drive at an optimum gear position or gear ratio that matches the driving state, and a sufficient driving force and fuel consumption can be improved.

  The first manual shift mode 46 is a mode in which the upshift switch 6a or the downshift switch 6b is operated after the driver selects the manual shift range (S range), and responds as much as possible to the driver's request. I can do it. Accordingly, the first manual shift mode 46 is set to meet the driver's request within a range in which engine stall or engine overspeed can be prevented.

  The second manual shift mode 38 is a mode in which the upshift switch 6a or the downshift switch 6b is operated after the driver selects the automatic shift range (D range), and can respond to the driver's request to some extent. I have to.

  Therefore, the second manual shift mode 38 prevents shift hunting and prevents the driving force from being insufficient or the fuel consumption from deteriorating due to the extremely low vehicle speed, high speed and high gear ratio. Is set.

  By providing two manual transmission modes, a mode that can strongly respond to a driver's request and a mode that can meet a certain degree, it is possible to widen the range for driving the vehicle.

  Since the cruise traveling determination is performed in the second manual shift mode, it is determined that there is no request for acceleration or deceleration to the vehicle by the driver. If there is no request for acceleration or deceleration, the automatic shift from the manual shift mode is performed. By shifting to the mode, it becomes possible to travel at the optimum gear position or gear ratio that suits the traveling state, and it is possible to improve the sufficient driving force and fuel consumption. In the second manual transmission mode, to the driver The feeling of discomfort disappears.

  Next, referring to the second principle block diagram of FIG. 7, in the automatic transmission mode 36 of the D range, the speed change operation or speed ratio to be set is changed by the first speed change characteristic set according to the running state. And an uphill / downhill travel automatic shift mode 48 in which a shift operation is performed according to the uphill / downhill travel speed change characteristic set according to the uphill / downhill travel state.

  The speed change characteristic changing means 50 is a second position in which a region where an upshift shift signal is output with respect to the first speed change characteristic is biased toward the high vehicle speed side after the speed change operation instructed to be downshifted by the driver's manual operation. Change to the shifting characteristics.

  The delay means 52 outputs the output of the upshift shift signal based on the vehicle travel state when the vehicle travel state is a travel state in which the upshift shift signal should be output based on the second shift characteristic. A predetermined delay time is delayed.

  The upshift permitting unit 54 performs one time when the traveling state of the vehicle continues the traveling state in which the shift signal of the upshift should be output based on the second shift characteristic after the delay time by the delaying unit 52 has elapsed. Permits output of upshift transmission signals. In the present invention, this control is referred to as shift hold control.

  The manual shift mode canceling means 42 shifts from the manual shift mode 38 to the automatic shift mode 36 when the cruise travel state of the vehicle is determined by the cruise travel determining means 40 during the manual shift mode 38.

  According to the present invention, after entering the manual shift mode, in order to fix to the gear stage or gear ratio that has been instructed to some extent, the upshift permission means 54 does not allow the upshift unless the permission condition is satisfied as described above. The gear stage or the gear ratio is fixed to meet the driver's request.

  On the other hand, there is a case of traveling on an uphill road in a traveling state in which upshifting is not permitted. In this case, upshifting is not permitted by the shift hold control described above. However, when the cruise travel is determined by the cruise travel determination means 40, the shift from the manual shift mode 38 to the automatic shift mode 36 is performed even when traveling on the uphill road, and the uphill / downhill travel in the automatic shift mode 36 is performed. Transition to the uphill / downhill traveling automatic shift mode 48 in which a shift operation is performed according to the shift characteristics is performed.

  In the uphill / downhill travel automatic shift mode 48 in which the speed change operation is performed based on the uphill / downhill travel shift characteristics, the shift operation is automatically performed optimally in accordance with the uphill / downhill road traveling state.

  When shifting on an uphill road with shift-hold control and when upshifting is not permitted, shifting on the uphill / downhill traveling speed characteristics requires no shift at the current gear stage or gear ratio. Therefore, when the cruise traveling determination unit 40 determines that the cruise travel is performed, the shift stage or the gear ratio is not fixed in the manual shift mode 38, and the automatic shift mode 36 is shifted to earlier. In the automatic transmission mode 36, the vehicle travels at an optimum gear stage or gear ratio.

  Next, with reference to the shift map of FIG. 8, the release of the shift hold control based on the cruise traveling determination on a flat road will be described. When the driver depresses the downshift switch 6b in the D range, for example, when a 4-3 downshift is instructed, the 3-4 upshift line 58 is biased toward the high vehicle speed side with respect to the normal shift characteristics. The 3-4 upshift line 58 is an upshift line biased toward the high vehicle speed side.

  Even if the driver accelerates at the downshifted third speed and the vehicle speed increases and enters the region 60 beyond the 3-4 upshift line 58, the driver does not upshift to the fourth speed for a predetermined delay time. Hold at speed. This is called shift hold control.

  When a predetermined delay time elapses in the traveling state in the region 60, the third speed hold state is canceled and the upshift is performed to the fourth speed. However, if there is a cruise travel determination before the predetermined delay time elapses in the travel state in the region 60, the manual shift mode is canceled and the manual shift mode is shifted to the automatic shift mode, and 4 according to the shift map. Upshift quickly.

  Further, when the vehicle is traveling at the 3rd speed in the region 62 sandwiched between the 3-2 downshift line 56 and the 3-4 upshift line 58, if there is a cruise travel determination, the manual shift mode is canceled and the manual shift mode is canceled. Shift from the shift mode to the automatic shift mode, and drive at the third speed according to the shift map. Area 60 is a third speed hold release determination area by shift hold control, and area 62 is a third speed hold release determination area according to the present invention.

  Next, with reference to the shift map of FIG. 9, the release of the shift hold control based on the cruise traveling determination on the uphill road will be described. On the uphill road, the 3-4 upshift line 58 on the flat road is replaced with the 3-4 upshift line 58a on the high vehicle speed side.

  A region 60 'is a third speed hold release determination region by shift hold control, and a region 62' sandwiched between the 3-2 downshift line 56 and the 3-4 upshift line 58a is a third speed hold release determination region according to the present invention. is there. It can be seen that region 62 'of FIG. 9 is enlarged compared to region 62 of FIG.

  If the cruise traveling determination is made while traveling in the region 62 ', the D paddle control (manual shift mode) is canceled, the mode shifts to the automatic shift mode, and the vehicle travels at the third speed according to the shift map. Thereby, it is possible to prevent the D paddle control state from being continued unnecessarily, and it is possible to travel at the optimum gear stage or gear ratio in the automatic transmission mode.

  Next, the overall control of the D-range paddle shift according to the embodiment of the present invention will be described with reference to the flowcharts of FIGS. FIG. 10 is a flowchart showing a main routine of the shift control according to the present invention.

  First, in step S10, it is determined whether or not a downshift is being performed. If the determination is affirmative, the process proceeds to step S11 to execute SPDL (target shift stage by D paddle control) determination processing during downshift.

  If the determination in step S10 is negative, the process proceeds to step S12 to determine whether an upshift is being performed. If it is determined that the upshift is being performed, the process proceeds to step S13 to execute the SPDL determination process during the upshift.

  If the determination in step S12 is negative, the process proceeds to step S14 to determine whether or not the transmission is stationary. If the determination in step S14 is affirmative, the process proceeds to step S15 to execute the SPDL determination process at the normal time.

  On the other hand, if the determination in step S14 is negative and if the processes in steps S11, S13, and S15 are completed, the process proceeds to step S16 to execute a D paddle control release determination process.

  Next, details of the SPDL determination process in the steady state will be described with reference to the flowcharts of FIGS. 11 and 12. First, in step S20, it is determined whether or not there is an input from the downshift switch 6b.

  When there is an input to the downshift switch 6b, the control shifts to D paddle hold control except during the first speed steady running. That is, the normal upshift characteristic line is displaced by a predetermined amount toward the high vehicle speed side, and when the running state of the vehicle is in a state where the upshift signal should be output, the output of the upshift signal is delayed for a predetermined time. When the vehicle continues to output the upshift signal after the delay time, one output of the upshift signal is permitted.

  When it is determined in step S20 that the downshift switch 6b is input, the process proceeds to step S21 to determine whether or not the first speed steady traveling is performed. If it is determined in step S21 that the vehicle is in the 1st speed steady running, the process proceeds to step S22 to determine whether the D paddle control in-progress flag is set, that is, whether the D paddle control is in progress.

  If it is determined that the D paddle control is not in progress, the process proceeds to step S24 to set a 7-segment display lighting timer for determining the display lighting time. In step S25, the 7-segment display lighting flag is set. “1” blinks on the 7-segment display provided in the display unit.

  If it is determined in step S22 that the D paddle control is being performed, the process proceeds to step S23, and the paddle shift target shift speed is overwritten on the current shift speed. That is, during steady driving at the 1st speed, a shift by operating the downshift switch 6b is not accepted regardless of whether the D paddle control is being performed.

  If it is determined in step S21 that the vehicle is not traveling in the first speed steady state, the process proceeds to step S26 to determine whether the vehicle speed is equal to or less than the specified vehicle speed. The specified vehicle speed is set to a different vehicle speed for each gear position. The specified vehicle speed is set to a vehicle speed that can prevent over-rotation of the engine when downshifting.

  If it is determined in step S26 that the vehicle speed is equal to or lower than the specified vehicle speed, downshifting is permitted, the process proceeds to step S27, the paddle shift target shift stage is overwritten with the current shift stage-1, and the paddle shift is being performed in step S28. Set the flag.

  On the other hand, if it is determined in step S26 that the vehicle speed is higher than the specified vehicle speed, the process proceeds to step S29 to determine whether or not the 7-segment display lighting flag is set, that is, whether or not the display is lit.

  If it is determined that the flag is set, the process proceeds to step S30 to overwrite the paddle shift target shift speed with the current shift speed, and in step S31, the 7-segment display flashing timer is set to flash the display. .

  On the other hand, if it is determined in step S29 that the 7-segment display lighting flag is not set, the paddle shift target shift speed is overwritten on the current shift speed in step S32.

  After the processing of step S23, step S28, step S31, and step S32, the process proceeds to step S33, the D paddle control in-progress flag is set, and the 7-segment display lighting flag is set.

  Next, the process proceeds to step S34 in FIG. 12, and it is determined whether or not there is an input of the upshift switch 6a. If it is determined that the input of the upshift switch 6a is present, the process proceeds to step S35 to determine whether or not the fifth speed steady traveling is performed.

  If it is determined that the vehicle is in the fifth speed steady running, the routine proceeds to step S36, where it is determined whether or not the D paddle control in-progress flag is set, that is, whether or not the D paddle control is in progress. If the D paddle control in-progress flag is not set, that is, if the D paddle control is not in progress, the process proceeds to step S38, the 7-segment display timer is set, and in step S39, the 7-segment display lighting flag is set. “5” blinks in the display.

  If it is determined in step S36 that the D paddle control in-progress flag is set, that is, if it is determined that D paddle control is in progress, the routine proceeds to step S37, where the paddle shift target shift stage is set to the current shift stage, that is, 5 Overwrite quickly.

  On the other hand, if it is determined in step S35 that the vehicle is not in the fifth speed steady running, the process proceeds to step S40 to determine whether or not it is an upshiftable region based on the shift map. That is, if S2 is the highest shift stage that can be taken on the shift map and SH is the current shift stage, it is determined whether or not S2 ≧ SH + 1.

  In the present embodiment, the early upshift possible region is expanded by allowing the upshift on the higher vehicle speed side than the downshift line of the shift map. If it is determined in step S40 that S2 ≧ SH + 1, the upshift is permitted, the process proceeds to step S41, the paddle shift target shift stage is overwritten with the current shift stage + 1, and the paddle shift in-progress flag is set in step S42. Set.

  If it is determined in step S40 that S2 <SH + 1, the upshift is not permitted. In this case, it is determined in step S43 whether or not the 7-segment display lighting flag is set.

  If it is determined that it has been set, the routine proceeds to step S44 where the paddle shift target shift stage is overwritten with the current shift stage, the 7-segment display blinking timer is set at step S45, and the current shift is displayed on the 7-segment display. Step 1 is flashed.

  On the other hand, if it is determined in step S43 that the 7-segment display lighting flag is not set, the process proceeds to step S46 to overwrite the paddle shift target shift speed with the current shift speed.

  After the process of step S37, step S42, step S45, and step S46 is completed, the process proceeds to step S47, the D paddle control in-progress flag is set, the 7-segment display lighting flag is set, and this process ends.

  Next, SPDL determination processing during upshift will be described with reference to the flowcharts of FIGS. 13 and 14. First, in step S50, it is determined whether or not there is an input of the downshift switch 6b.

  When there is an input from the downshift switch 6b, the process shifts to D paddle hold control. That is, the normal upshift characteristic line is displaced by a predetermined amount toward the high vehicle speed side, and when the running state of the vehicle is in a state where the upshift signal should be output, the output of the upshift signal is delayed for a predetermined time. When the vehicle continues to output the upshift signal after the delay time, one output of the upshift signal is permitted.

  If it is determined in step S50 that the downshift switch 6b has been input, the process proceeds to step S51 to determine whether the speed is equal to or less than the specified gear position. For example, the specified gear position is set to the second speed. That is, if the downshift is permitted during the 1-2 upshift, the vehicle behavior becomes unstable, and the downshift is not permitted.

  If it is determined in step S51 that the speed is equal to or less than the specified level, the process proceeds to step S52 to determine whether the speed is equal to or lower than the specified vehicle speed. If it is determined that the vehicle speed is less than the specified vehicle speed, the process proceeds to step S53, and the paddle shift target gear position is overwritten with the current gear position. That is, the current gear position is maintained.

  If it is determined in step S52 that the vehicle speed is higher than the specified vehicle speed, the process proceeds to step S54 to determine whether the D paddle control in-progress flag is set, that is, whether the D paddle control is in progress.

  If the D paddle control is not being performed, the process proceeds to step S53. If it is determined that the D paddle control is being performed, the process proceeds to step S55, and the paddle shift target shift stage is overwritten with the current shift stage. That is, while maintaining the current gear position, a 7-segment display blinking timer is set in step S56, and the current gear position-1 is blinked and displayed on the 7-segment display.

  If it is determined in step S51 that the gear position is higher than the specified gear position, the process proceeds to step S57 to determine whether the vehicle speed is equal to or less than the specified vehicle speed. This prescribed vehicle speed is set for each gear position as described in step S26 of FIG.

  If it is determined in step S57 that the vehicle speed is equal to or less than the specified vehicle speed, the process proceeds to step S58, and the paddle shift target shift speed is overwritten on the current shift speed-1. That is, downshift is permitted. In step S59, the paddle shifting flag is set.

  If it is determined in step S57 that the vehicle speed is greater than the specified vehicle speed, the downshift is not permitted in order to prevent engine overspeed. In this case, it is determined whether or not the 7-segment display lighting flag is set in step S60.

  That is, it is determined whether or not the 7-segment display is lit. If it is determined that the 7-segment display is lit, the process proceeds to step S61 and the paddle shift target shift stage is overwritten with the current shift stage. That is, the current gear position is maintained, a 7-segment display blinking timer is set in step S62, and the current gear position-1 is blinked and displayed on the 7-segment display.

  If it is determined in step S60 that the 7-segment display lighting flag is not set, that is, if the 7-segment display is not lit, the process proceeds to step S63, and the paddle shift target shift speed is overwritten with the current shift speed. That is, the current gear position is maintained.

  After the processing of step S53, step S56, step S59, step S62, and step S63 is completed, the process proceeds to step S64, the D paddle control in-progress flag is set, and the 7-segment display lighting flag is set.

  Next, in step S65 of FIG. 14, it is determined whether or not there is an input of the upshift switch 6a. If it is determined that there is an input to the upshift switch 6a, the process proceeds to step S66 to determine whether or not the 4-5 upshift is currently being performed in the automatic shift mode.

  If it is determined that the 4-5 upshift is being performed, the process proceeds to step S67, and the paddle shift target shift speed is overwritten with the current shift speed. That is, during the upshift, the upshift by the paddle shift is not permitted.

  If it is determined in step S66 that the 4-5 upshift is not in progress, the process proceeds to step S68 to determine whether or not it is an upshiftable area based on the shift map. That is, it is determined whether S2 ≧ SH + 1.

  If it is determined in step S68 that the upshift is possible, the process proceeds to step S69 to overwrite the current shift speed with the paddle shift target shift speed. That is, even if it is determined that the upshift is possible, the upshift by the paddle switch 6a is not permitted during the upshift.

  If it is determined in step S68 that the region is not upshiftable, the process proceeds to step S70 to determine whether or not the 7-segment display lighting flag is set, that is, whether or not the 7-segment display is lit.

  If it is determined that the display is on, the paddle shift target shift stage is overwritten with the current shift stage in step S71, the 7-segment display blinking timer is set in step S72, and the 7-segment display is set to the current shift stage + 1. Display blinking.

  If it is determined in step S70 that the 7-segment display is not lit, the paddle shift target shift speed is overwritten with the current shift speed in step S73.

  After the processing of step S67, step S69, step S72, and step S73 is completed, the process proceeds to step S74, the D paddle control in-progress flag is set, the 7-segment display lighting flag is set, and this processing is terminated.

  Next, the SPDL determination process at the time of downshift will be described with reference to the flowcharts of FIGS. 15 and 16. First, in step S80, it is determined whether or not there is an input of the downshift switch 6b.

  When there is an input from the downshift switch 6b, the process shifts to D paddle hold control. That is, the normal upshift characteristic line is displaced by a predetermined amount toward the high vehicle speed side, and when the running state of the vehicle is in a state where the upshift signal should be output, the output of the upshift signal is delayed for a predetermined time. When the vehicle continues to output the upshift signal after the delay time, one output of the upshift signal is permitted.

  If it is determined in step S80 that there is an input from the downshift switch 6b, the process proceeds to step S81 to determine whether or not the current downshift is a downshift by a paddle switch operation.

  If the determination in step S81 is negative, it is an automatic downshift based on the shift map or the downshift by the paddle switch is waiting, and the process proceeds to step S82 to determine whether the paddle shift flag is set.

  If it is determined that the paddle shift flag is set, the downshift by the paddle switch is waiting, and if it is determined that the flag is not set, the downshift is performed in the automatic transmission mode. .

  If it is determined that the downshift is in the automatic transmission mode, the process proceeds to step S83 to determine whether or not the accelerator opening is equal to or less than a specified value. That is, it is determined whether or not the accelerator opening is close to the fully closed state. When it is determined that the accelerator opening is equal to or less than the specified value, the process proceeds to step S84, and the paddle shift target shift speed is overwritten with the current shift speed.

  If it is determined in step S81 that the current downshift is a downshift by the paddle switch operation, it is determined that the paddle switch is pressed twice, and the process proceeds to step S85 to determine whether or not it is a 2-1 downshift. To do. If it is determined to be 2-1 downshift, the process proceeds to step S86, and the paddle shift target shift stage is overwritten with the current shift stage, that is, the first speed.

  If step S85 is negative, the shift is any one of 3-2 downshift, 4-3 downshift, and 5-4 downshift. In this case, it progresses to step S87 and it is determined whether it is below a regulation vehicle speed. The specified vehicle speed is a vehicle speed that can prevent over-rotation of the engine when downshifted, and is specified for each gear position as described in step S26 of FIG.

  If it is determined in step S87 that the vehicle speed is equal to or less than the specified vehicle speed, the process proceeds to step S88 to determine whether or not a 3-2 downshift is performed. If it is determined that the shift is 3-2 downshifting, the process proceeds to step S89, where the paddle shift target shift speed is overwritten with the current shift speed and the second speed. That is, the 3-1 downshift by pressing the paddle switch 6b twice is not permitted because the behavior change of the vehicle body may increase.

  On the other hand, when the determination in step S88 is negative, it is a 4-3 downshift and a 5-4 downshift, and the process proceeds to step S90 to determine whether the current vehicle speed is equal to or lower than the vehicle speed at the time of the first downshift. When step S90 is affirmation determination, it progresses to step S91 and it is determined whether an accelerator opening is below a regulation value.

  If it is determined in step S91 that the accelerator opening is equal to or smaller than the specified value, the process proceeds to step S92, and the paddle shift target shift stage is overwritten on the current shift stage-1. That is, 4-2 downshift or 5-3 downshift is permitted. In step S93, the paddle shifting flag is set.

  If it is determined in step S90 that the vehicle speed is higher than the specified vehicle speed, or if it is determined in step S91 that the accelerator opening is greater than the specified value, the current shift speed is overwritten with the paddle shift target shift speed in step S89. To do.

  On the other hand, if it is determined in step S87 that the vehicle speed is higher than the specified vehicle speed, the downshift by the paddle switch is not permitted, and the paddle shift target shift speed is overwritten on the current shift speed in step S94.

  After the processing of step S84, step S86, step S89, step S93, and step S94 is completed, the process proceeds to step S95, the D paddle control in-progress flag is set, and the 7-segment display lighting flag is set.

  Next, the process proceeds to step S96 in FIG. 16 to determine whether or not there is an input from the upshift switch 6a. If it is determined that there is an input to the upshift switch 6a, the process proceeds to step S97 to determine whether or not the current downshift is a downshift due to an operation of the downshift switch 6b.

  If the determination in step S97 is negative, the current downshift is an automatic downshift based on a shift map, or a downshift is being waited for by a paddle switch operation. In this case, the routine proceeds to step S98, where it is determined whether or not the paddle shifting flag is set.

  If the determination in step S98 is negative, it is determined that the downshift is in the automatic transmission mode, and the process proceeds to step S99 to determine whether the accelerator opening is equal to or less than a specified value. That is, it is determined whether or not the accelerator opening is nearly fully closed. If it is determined that the accelerator opening is equal to or less than the specified value, the upshift is not permitted and the routine proceeds to step S100 where the paddle shift target shift speed is overwritten on the current shift speed.

  If it is determined in step S98 that the paddle shift in-progress flag is set, it is determined that the downshift wait is being performed by the paddle switch operation, the upshift is not permitted, and the flow proceeds to step S101 to perform the paddle shift. Overwrites the target gear to the current gear.

  On the other hand, if it is determined in step S97 that the current downshift is a downshift by a paddle switch operation, the process proceeds to step S102 to determine whether or not it is an upshiftable area based on the shift map. That is, it is determined whether S2 ≧ SH + 1.

  If it is determined in step S102 that the upshift is possible, the process proceeds to step S103, and the paddle shift target shift speed is overwritten with the current shift speed +1. That is, for example, a process of returning to the fourth speed at the time of 4-3 downshift is performed here. Next, in a step S104, a paddle shifting flag is set.

  If it is determined in step S102 that the region is not in the upshiftable region, the upshift is not permitted, the process proceeds to step S105, the paddle shift target gear is overwritten on the current gear, and the 7-segment display blinking timer in step S106. Is set and the 7-segment display blinks and displays the current shift speed +1.

  After the processing of step S100, step S101, step S104, and step S106 is completed, the D paddle control in-progress flag is set in step S107, the 7-segment display lighting flag is set, and this processing ends.

  Next, the D paddle control release determination process will be described with reference to the flowchart of FIG. First, in step S110, it is determined whether or not there is an input from the upshift switch 6a or the downshift switch 6b.

  If it is determined that there is no input, the process proceeds to step S111 to determine whether or not D paddle control is being performed, that is, whether or not a flag during D paddle control is set. If it is determined in step S111 that the D paddle control in-progress flag is set, the process proceeds to step S112 to determine whether or not the timer 1 has elapsed a predetermined time.

  This timer 1 is a control release timer when reaching the highest stage, and is set to a predetermined time every time Steps S112 and S123 described later are executed. In the present embodiment, the highest stage is the fifth speed. When the timer 1 has not elapsed in step S112, the process proceeds to step S113, where it is determined whether the accelerator opening is equal to or less than a specified value.

  If it is determined in step S113 that the accelerator opening is larger than the specified value, that is, if it is determined that the accelerator is on, the routine proceeds to step S114, where it is determined whether or not the vehicle speed change amount (ΔV) is within the specified range. .

  When it is determined that the change amount of the vehicle speed is within the specified range, the routine proceeds to step 115, where it is determined whether or not the throttle change amount is within the specified range. If it is determined that the throttle change amount is within the specified range, the process proceeds to step S116, where it is determined whether the timer 2 has elapsed a predetermined time.

  This timer 2 is a control cancellation timer based on cruise conditions. If step S113 is affirmative, step S114 is negative, or if step S115 is negative, the process proceeds to step S118 and timer 2 is set. .

  In other words, when the accelerator opening is larger than the specified value, the amount of change in the vehicle speed is within the specified range, and the amount of change in the throttle is within the specified range, it is determined that the cruise is running, and the timer 2 is specified after the cruise is started. When the predetermined time has elapsed, the process proceeds to step S117, the D paddle control in-progress flag and the D paddle control related parameters are reset, and the automatic shift mode is entered.

  Even when it is determined in step S112 that the timer 1 has elapsed, the process proceeds to step S117 to release the D paddle control. That is, when the predetermined time specified by the timer 1 has elapsed after reaching the highest stage, the D paddle control is released. Steps S110 to S118 described above constitute a D paddle control release determination unit.

  If the determination in step S110 is affirmative, or after the processing in step S117 or step S118 ends, the process proceeds to step S119, and it is determined whether the D paddle control in-progress flag is set, that is, whether the D paddle control is in progress.

  If it is determined in step S119 that the D paddle control is being performed, the process proceeds to step S120, and it is determined whether there is an input from the upshift switch 6a or the downshift switch 6b.

  If it is determined in step S120 that there is no input from the upshift switch 6a or the downshift switch 6b, the process proceeds to step S121 to determine whether or not the maximum gear stage has been reached.

  If the maximum gear (5th speed in this embodiment) has not been reached, the timer 1 is set to a predetermined time in step S122. If it is determined in step S121 that the maximum gear has been reached, the process returns.

  On the other hand, if it is determined in step S120 that the input of the upshift switch 6a or the downshift switch 6b is present, the process proceeds to step S123 and the timer 1 is set to a predetermined time.

  If it is determined in step S119 that the D paddle control is not being performed, the process proceeds to step S124 and the timer 1 is reset. Steps S119 to S124 constitute a D paddle control cancellation timer set / reset determination unit after reaching the fifth speed.

It is a figure which shows the shift position of a shift lever. It is a figure which shows the paddle switch provided in the steering wheel. 3A is a display example of the meter portion of the S range paddle shift, and FIG. 3B is a diagram illustrating a display example of the meter portion of the D range paddle shift. 1 is a schematic system configuration diagram of a shift control device according to an embodiment of the present invention. It is explanatory drawing explaining the outline | summary of D range paddle shift control. It is a first principle block diagram showing the principle of the present invention. It is a 2nd principle block diagram which shows the principle of this invention. It is a shift map for demonstrating cancellation | release of the shift hold control by the cruise driving | running | working determination on a flat road. It is a shift map for demonstrating cancellation | release of the shift hold control by the cruise driving | running | working determination on an uphill road. It is a flowchart which shows the main routine of D range paddle shift control of this invention. It is a flowchart which shows constant-time SPDL (target gear stage by D paddle control) determination processing. It is a flowchart which shows regular SPDL determination processing. It is a flowchart which shows the SPDL determination process during an upshift. It is a flowchart which shows the SPDL determination process during an upshift. It is a flowchart which shows the SPDL determination process during a downshift. It is a flowchart which shows the SPDL determination process during a downshift. It is a flowchart which shows D range paddle shift control cancellation | release determination processing.

Explanation of symbols

6 Paddle switch 6a Upshift switch 6b Downshift switch 34 D range 36 Automatic transmission mode 38 Manual transmission mode 40 Cruise travel determination means 42 Manual transmission mode release means 44 S range 46 First manual transmission mode 48 Uphill / downhill travel automatic transmission mode 50 Shift characteristic changing means 52 Delay means 54 Upshift permission means

Claims (4)

An automatic transmission having an automatic transmission mode in which a shift stage or a gear ratio to be set is determined based on a running state and a transmission operation is performed, and a manual transmission mode in which a transmission operation instructed by a driver's manual operation is performed. In the transmission control device,
Cruise travel determination means for determining the cruise travel state of the vehicle based on the driver's accelerator operation and vehicle speed change;
Manual shift mode canceling means for shifting from the manual shift mode to the automatic shift mode when the cruise travel state of the vehicle is determined by the cruise travel determining means during the manual shift mode;
A shift control device for an automatic transmission, comprising: The manual shift mode is
A first manual shift mode in which a driver selects a manual shift range position and performs a shift operation instructed by operating a shift up switch or a shift down switch;
A second manual shift mode in which the driver selects an automatic shift range position and performs a shift operation instructed by operating the shift up switch or the shift down switch;
The shift control apparatus for an automatic transmission according to claim 1, wherein the cruise travel determination means operates during the second manual shift mode. Ascending / descending, which performs a shifting operation with the first shifting characteristic set according to the traveling state, and a shifting operation with the ascending / descending traveling shift characteristic set according to the ascending / descending slope traveling state. In a shift control device for an automatic transmission comprising an automatic shift mode including a hill running automatic shift mode and a manual shift mode for performing a shift operation instructed by a driver's manual operation,
After shifting operation instructed to downshift by manual operation by the driver,
A shift characteristic changing means for changing a region for outputting an upshift shift signal with respect to the first shift characteristic to a second shift characteristic biased toward a high vehicle speed;
When the traveling state of the vehicle becomes a traveling state in which an upshift transmission signal should be output based on the second transmission characteristic, the output of the upshift transmission signal is determined based on the traveling state of the vehicle. A delay means for delaying the delay time;
After the lapse of the delay time by the delay means, when the traveling state of the vehicle continues the traveling state in which the upshift shift signal should be output based on the second shift characteristic, one upshift shift is performed. Upshift permission means for permitting signal output;
Cruise travel determination means for determining the cruise travel state of the vehicle based on the driver's accelerator operation and vehicle speed change;
Manual shift mode releasing means for shifting from the manual shift mode to the automatic shift mode when the cruise travel state of the vehicle is determined by the cruise travel determining means during the manual shift mode;
A shift control device for an automatic transmission, comprising: The manual shift mode is
A first manual shift mode in which a driver selects a manual shift range position and performs a shift operation instructed by operating a shift up switch or a shift down switch;
A second manual shift mode in which a driver selects an automatic shift range position and performs a shift operation instructed by operating the shift up switch or the shift down switch;
4. The shift control apparatus for an automatic transmission according to claim 3, wherein the cruise travel determination means operates during the second manual shift mode.

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