JP2009052731A - Vehicular control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a vehicle, capable of differing power on/off judgment in sporty running, and in normal running. <P>SOLUTION: The vehicular control device equipped with an engine 1 and an automatic transmission 2 coupled with the engine 1 comprises a power on/off judging means for judging power on/off whether drive force input from the engine 1 side into a drive system is in a power-on state or in a power-off state, a sporty running judging means for judging whether or not while a vehicle keeps a sporty running, and a changing means for changing the power on/off judgment by the power on/off judging means in sporty running and in normal running. The power on/off judgment is performed using a judging map set according to the vehicle speed and a throttle opening. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle control device in which an internal combustion engine (hereinafter also referred to as an engine) and an automatic transmission connected to the engine are mounted.

  In a vehicle equipped with an engine, the gear ratio between the engine and the drive wheel is automatically set optimally as a transmission that properly transmits the torque and rotation speed generated by the engine to the drive wheel according to the running state of the vehicle. Automatic transmissions are known. As an automatic transmission mounted on a vehicle, for example, a planetary gear type transmission that sets a gear stage (hereinafter also referred to as a gear stage) using a clutch and a brake and a planetary gear device, or a gear ratio is stepless. There is a belt type continuously variable transmission (CVT) that adjusts to a constant value.

  In a vehicle equipped with a planetary gear type automatic transmission, a shift map having a shift line (gear stage switching line) for obtaining an optimum gear stage according to the vehicle speed and throttle opening (or accelerator opening). Is stored in the ECU and the like, and a target gear stage is calculated by referring to the shift map based on the vehicle speed and the throttle opening, and based on the target gear stage, a clutch, brake or one-way clutch that is a friction engagement element is calculated. Etc., the gear stage is automatically set by engaging or releasing in a predetermined state.

  In a vehicle equipped with this type of automatic transmission, a shift lever operated by a driver (user) is provided. By operating the shift lever, the shift position of the automatic transmission is set to P, for example. It is possible to switch to a position (parking range), an R position (reverse range), an N position (neutral range), a D position (drive range), and the like. In recent years, an automatic transmission with a manual transmission function (so-called automatic transmission with a sequential mode) has been put into practical use, and it is possible to arbitrarily switch the shift stage of the automatic transmission by operating a shift lever by a driver. It has become.

Conventionally, in an automatic transmission, whether the driving force input from the engine side to the driving system is in a power-on state (driving state) or in a power-off state (driven state) is determined. It has been proposed to perform shift control corresponding to each state based on this determination. For example, Patent Document 1 performs power ON / OFF determination using a power ON / OFF determination map that is set separately for a power ON region and a power OFF region in accordance with the vehicle speed and the throttle opening during downshifting. Based on this determination, it is shown that the shift control for the power-on downshift and the shift control for the power-off downshift are switched. Further, in this Patent Document 1, the power ON / OFF determination map is set so that the power OFF region becomes wider as the vehicle speed increases, and the power ON region becomes wider as the gear position decreases, It describes that different power ON / OFF determination maps are set according to the range position and oil temperature.
Japanese Patent No. 3467923

  However, Patent Document 1 discloses that a shift shock and a shift feeling in an automatic transmission are improved by setting different power ON / OFF determination maps according to the range position and the oil temperature. However, it is not shown that a power ON / OFF determination map different from that used during normal driving is used in so-called sports driving such as traveling in the sequential mode or circuit driving. Therefore, there is room for further improvement in that respect.

  The present invention has been made paying attention to such points, and it is an object of the present invention to provide a vehicle control device capable of making power ON / OFF determination different between sports running and normal running. And

  In the present invention, means for solving the above-described problems are configured as follows. That is, the present invention is a vehicle control apparatus, in which a driving force input to the drive system from the internal combustion engine side is powered on in a vehicle equipped with an internal combustion engine and an automatic transmission coupled to the internal combustion engine. Power ON / OFF determination means for determining whether the power is on or off is provided, and shift control corresponding to each state is performed based on the determination result by the power ON / OFF determination means It is configured as follows. And the sport running determination means for determining whether or not the vehicle is in sport running, and the power ON / OFF judgment by the power ON / OFF judging means are as follows: during sport running and during normal running not during sport running And changing means for changing in (1). Here, the power ON / OFF determination by the power ON / OFF determination means may be performed by a method using a determination map, or may be performed by other methods. In the method using the determination map, a map set according to the vehicle speed and the throttle opening is preferably used.

  According to the above configuration, the power ON / OFF determination can be made different between the sport driving and the normal driving. Therefore, the power ON / OFF determination is emphasized from the viewpoint of producing a sporty shift operation during the sport driving. The setting can be made so that the shift shock reduction is emphasized during normal driving. During sports running, for example, it is possible to expand a region where a shift effect can be enjoyed by performing a blipping control that depresses an accelerator pedal to increase the number of revolutions of the internal combustion engine as compared with that during normal running.

  Moreover, the following two are mentioned as an aspect which changes the power ON / OFF determination in this invention.

  (1) A mode in which the area determined to be power OFF is set wider during sports running than during normal running. This aspect is particularly effective when performing a downshift gear change operation during sports running. In this case, the area in which the effect of the gear shifting operation can be enjoyed during sports running can be expanded as compared with that during normal running. For example, it is possible to expand a region where a shift effect such as blipping can be enjoyed.

  (2) A mode in which the area determined to be power-on is set wider during sports driving than during normal driving. This aspect is particularly effective when performing an upshift gear shift operation during sports driving. In this case as well, an area where the effect of the gear shifting operation can be enjoyed during sports driving can be expanded compared to that during normal driving. it can.

  Moreover, the following five are mentioned as a specific structure of the sport running determination means in this invention.

  (1) A configuration that includes means for obtaining acceleration / deceleration of the vehicle, and determines that it is during sports running when the acceleration / deceleration is greater than a preset threshold.

  (2) When a means for detecting the operation position of the shift lever of the shift device is provided, and the operation position of the shift lever is a position selected when the driver manually performs the shift operation of the automatic transmission, A configuration for determining that the vehicle is traveling.

  (3) A configuration that includes selection means for the driver to manually select the sports travel mode of the vehicle, and that determines that it is during sports travel when the selection means is ON.

  (4) A configuration that includes means for determining whether or not the vehicle travel location is a circuit, and that determines that it is during sports travel when the vehicle travel location is a circuit.

  (5) The structure which provides the setting means in which a driver | operator can set manually whether it is at the time of sports driving | running | working.

  According to the present invention, the power ON / OFF determination can be made different between the sport driving and the normal driving. Therefore, the power ON / OFF determination is set with emphasis on the viewpoint of reduction of a shift shock during the normal driving. In sports driving, it is possible to make a setting with an emphasis on the viewpoint of a sporty shifting operation.

  The best mode for carrying out the present invention will be described with reference to the accompanying drawings.

  First, the configuration of the power train of the vehicle, the basic operation of the automatic transmission, and the like will be described. FIG. 1 is a schematic configuration diagram illustrating a power train of a vehicle in the embodiment. FIG. 2 is a skeleton diagram showing an example of the automatic transmission 2 of FIG. FIG. 3 is a perspective view schematically showing the speed change mechanism 30 of FIGS. 1 and 2.

  A vehicle power train illustrated in FIG. 1 includes an engine 1, an automatic transmission 2, an engine control device (engine ECU) 3, a transmission control device (transmission ECU) 5, and the like.

-Engine-
The engine 1 generates rotational power by burning an air-fuel mixture in which air sucked from the outside and fuel injected from the fuel injection valve 11 are mixed at an appropriate ratio. The fuel injection valve 11 is controlled by the engine control device 3. A crankshaft 8 that is an output shaft of the engine 1 is connected to an input shaft of the torque converter 20. The rotation speed (engine rotation speed) of the crankshaft 8 is detected by an engine rotation speed sensor 91.

  The amount of air taken into the engine 1 is adjusted by an electronically controlled electronic throttle valve 12. The electronic throttle valve 12 can electronically control the throttle opening independently of the driver's (user) accelerator pedal operation, and the opening (throttle opening) is controlled by a throttle opening sensor 96. Detected.

  The throttle opening of the electronic throttle valve 12 is driven and controlled by the engine control device 3. Specifically, the optimum intake air amount (target intake air amount) according to the operating state of the engine 1, such as the engine speed detected by the engine speed sensor 91, the accelerator pedal depression amount (accelerator opening) of the driver, and the like. Thus, the throttle opening degree of the electronic throttle valve 12 is controlled. More specifically, the actual throttle opening of the electronic throttle valve 12 is detected using the throttle opening sensor 96, and the actual throttle opening becomes the throttle opening (target throttle opening) at which the target intake air amount is obtained. The throttle motor 13 of the electronic throttle valve 12 is feedback controlled so as to match.

-Automatic transmission-
The automatic transmission 2 mainly includes a torque converter 20, a transmission mechanism 30, a hydraulic control device 40, and an oil pump 60, and in this embodiment, a shift of 8 forward speeds and 1 reverse speed is possible. It has become.

  The torque converter 20 is rotationally connected to the engine 1 and includes a pump impeller 21, a turbine runner 22, a stator 23, a one-way clutch 24, a stator shaft 25, and a lock-up clutch 26.

  The one-way clutch 24 is supported by allowing the stator 23 to rotate only in one direction on the case 2 a of the automatic transmission 2. The stator shaft 25 fixes the inner race of the one-way clutch 24 to the case 2a of the automatic transmission 2.

  The lock-up clutch 26 enables the pump impeller 21 of the torque converter 20 and the turbine runner 22 to be directly connected. If necessary, the lock-up clutch 26 directly engages the pump impeller 21 and the turbine runner 22, and the pump impeller. 21 is switched to a disengaged state in which the turbine runner 22 and the turbine runner 22 are separated, and a half-engaged state intermediate between the engaged state and the disengaged state.

  The speed change mechanism 30 changes the rotational power input to the input shaft 9 from the torque converter 20 and outputs it to the output shaft 10, and as shown in FIGS. 2 and 3, the front planetary 31 and the rear It is configured to include a planetary 32, an intermediate drum 33, first to fourth clutches C1 to C4, first and second brakes B1 and B2, and a one-way clutch F1.

  The front planetary 31 is a gear type planetary mechanism called a double pinion type, and includes a first sun gear S1, a first ring gear R1, a plurality of inner pinion gears P1, and a plurality of outer pinion gears P2. The first carrier CA1 is included.

  The first sun gear S1 is fixed to the case 2a of the automatic transmission 2 and cannot be rotated, and the first ring gear R1 can be rotated integrally with the intermediate drum 33 via the third clutch C3 or can be relatively rotated. The first sun gear S1 is concentrically inserted on the inner diameter side of the first ring gear R1.

  The plurality of inner pinion gears P1 and the plurality of outer pinion gears P2 are interposed at a plurality of locations around the annular space facing the first sun gear S1 and the first ring gear R1, and the plurality of inner pinion gears. P1 is meshed with the first sun gear S1, and the plurality of outer pinion gears P2 are meshed with the inner pinion gear P1 and the first ring gear R1.

  The first carrier CA1 rotatably supports both pinion gears P1 and P2, and the central shaft portion of the first carrier CA1 is integrally connected to the input shaft 9, and both the pinion gears are connected to the first carrier CA1. The respective support shafts that support P1 and P2 are supported by the intermediate drum 33 through the fourth clutch C4 so as to be integrally rotatable or relatively rotatable.

  The intermediate drum 33 is rotatably disposed on the outer diameter side of the first ring gear R1, and is in a state in which the intermediate drum 33 cannot rotate or is relatively rotatable with respect to the case 2a of the automatic transmission 2 via the first brake B1. It is supported.

  The rear planetary 32 is a gear-type planetary mechanism called a ravinio type, and includes a large-diameter second sun gear S2, a small-diameter third sun gear S3, a second ring gear R2, a plurality of short pinion gears P3, A plurality of long pinion gears P4 and a second carrier CA2 are included.

  The second sun gear S2 is connected to the intermediate drum 33, and the third sun gear S3 is connected to the first ring gear R1 of the front planetary 31 via the first clutch C1 so as to be integrally rotatable or relatively rotatable. The gear R <b> 2 is integrally connected to the output shaft 10.

  The plurality of short pinion gears P3 are meshed with the third sun gear S3, and the plurality of long pinion gears P4 are meshed with the second sun gear S2 and the second ring gear R2 and are connected via the short pinion gear P3. 3 meshed with sun gear S3.

  The second carrier CA2 rotatably supports both pinion gears P3 and P4, and the central shaft portion of the second carrier CA2 is connected to the input shaft 9 via the second clutch C2, and the second carrier CA2 , The support shafts that support the pinion gears P3 and P4 are supported by the case 2a of the automatic transmission 2 via the second brake B2 and the one-way clutch F1.

  The first to fourth clutches C1 to C4 and the first and second brakes B1 and B2 are wet multi-plate friction engagement devices that use the viscosity of oil.

  The first clutch C1 is configured to bring the third sun gear S3 of the rear planetary 32 into an engaged state in which the third sun gear S3 can rotate integrally with the first ring gear R1 of the front planetary 31 or a released state in which relative rotation is possible.

  The second clutch C <b> 2 sets the second carrier CA <b> 2 of the rear planetary 32 in an engaged state in which the second carrier CA <b> 2 can rotate integrally with the input shaft 9 or a released state in which relative rotation is possible.

  The third clutch C <b> 3 sets the first ring gear R <b> 1 of the front planetary 31 to an engaged state in which the first ring gear R <b> 1 can rotate integrally with the intermediate drum 33 or a released state in which relative rotation is possible.

  The fourth clutch C <b> 4 sets the first carrier CA <b> 1 of the front planetary 31 to an engaged state where the first carrier CA <b> 1 can rotate integrally with the intermediate drum 33 or a released state which allows relative rotation.

  The first brake B1 integrates the intermediate drum 33 with the case 2a of the automatic transmission 2 so as to be in a non-rotatable engaged state or a relatively rotatable disengaged state.

  The second brake B2 integrates the second carrier CA2 of the rear planetary 32 with respect to the case 2a of the automatic transmission 2 so as to be in a non-rotatable engaged state or a relatively rotatable disengaged state.

  Further, the one-way clutch F1 allows rotation of the rear planetary 32 in only one direction of the second carrier CA2.

  In the speed change mechanism 30, the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1 that are friction engagement elements are engaged or released in a predetermined state. Is used to set the gear stage (shift stage). Engagement / release of the first to fourth clutches C1 to C4 and the first and second brakes B1 and B2 is controlled by a hydraulic control circuit 40.

  The hydraulic control device 40 controls the speed change operation of the speed change mechanism 30 and includes a linear solenoid valve, an ON-OFF solenoid valve, an accumulator, and the like. The first to fourth clutches C1 to C4, the first and second brakes B1 and B1 of the speed change mechanism 30 are switched by controlling the excitation / non-excitation of the linear solenoid valve and the ON-OFF solenoid valve to switch the hydraulic circuit. The engagement / release of B2 is controlled. Excitation / non-excitation of the linear solenoid valve and the ON-OFF solenoid valve of the hydraulic control circuit 40 is controlled by a solenoid control signal (instructed hydraulic signal) from the transmission control device 5.

-Engine control device and transmission control device-
The engine control device 3 and the transmission control device 5 are generally known ECUs (Electronic Control Units), and both have substantially the same hardware configuration. Here, a specific configuration of the transmission control device 5 is shown in FIG.

  The transmission control device 5 establishes an appropriate shift stage, that is, a power transmission path in the transmission mechanism unit 30 by controlling the hydraulic control device 40. That is, as shown in FIG. 4, the transmission control device 5 includes a CPU (Central Processing Unit) 51, a ROM (Read Only Memory) 52, a RAM (Random Access Memory) 53, a backup RAM 54, an input interface 55, The output interface 56 is connected to each other by a bidirectional bus 57.

  The CPU 51 executes arithmetic processing based on various control programs and control maps stored in the ROM 52. The ROM 52 stores various control programs for controlling the speed change operation of the speed change mechanism 30. The RAM 53 is a memory that temporarily stores calculation results in the CPU 51, data input from each sensor, and the like. The backup RAM 54 is a non-volatile memory that stores various data to be saved.

  The input interface 55 includes an engine speed sensor 91, an input shaft speed sensor 92, an output shaft speed sensor 93, a shift position sensor 94, an accelerator opening sensor 95, a throttle opening sensor 96, a vehicle speed sensor 97, and a G sensor 98. A brake pedal sensor 99, a brake master cylinder pressure sensor 101, and the like are connected, and signals from these sensors are input to the transmission control device 5. The output interface 56 is connected to the above-described linear solenoid valve, ON-OFF solenoid valve, accumulator, and the like, which are components of the hydraulic control device 40.

  The input shaft rotational speed sensor 92 detects the rotational speed of the input shaft 9. The output shaft rotational speed sensor 93 detects the rotational speed of the output shaft 10. The shift position sensor 94 detects an operation position of a shift lever 71 described later. The accelerator opening sensor 95 detects the amount of depression of the accelerator pedal (accelerator opening) by the driver. The vehicle speed sensor 97 detects the traveling speed of the vehicle. The G sensor 98 detects accelerations in the front / rear and left / right directions of the vehicle. The brake pedal sensor 99 outputs a brake ON signal when the brake pedal is turned on (braking operation) by the driver. The brake master cylinder pressure sensor 101 obtains the pedal depression amount when the brake pedal is turned on from the brake master cylinder pressure, and thereby detects the degree of brake request by the driver. The transmission control device 5 is connected to the engine control device 3 so as to be able to transmit and receive, and acquires various information related to engine control from the engine control device 3 as necessary.

  Here, the conditions for establishing the respective shift speeds (first to eighth speeds, reverse speed) in the automatic transmission 2 will be described with reference to FIGS. 5 and 6.

  FIG. 5 is an engagement table (operations) showing the relationship between the engagement state or disengagement state and each gear position in the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1. Table). In FIG. 5, “◯” indicates “engaged state”, “×” indicates “released state”, “状態” indicates “engaged state during engine braking”, and Δ indicates “engaged state only during driving”.

  FIG. 6 shows the shift speeds (first speed to eighth speed, reverse) established by engagement of the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1. It is a velocity diagram which shows the relationship between the stage) and the rotation speed ratio of each component in the two planetaries 31 and 32 before and after that. In FIG. 6, each vertical axis direction is the speed ratio of each component in the two planetaries 31 and 32, and the interval between the vertical axes is set according to the gear ratio of each element. In addition, C1 to C4, B1, B2, and F1 are written at points where the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1 are engaged. Further, the input 1 to the input 4 shown in FIG. 6 indicate the input position of the rotational power from the input shaft 9, and the output shown in FIG. 6 is the rotation to be output to the output shaft 10. The output position of power is shown.

  Further, a shift device 7 as shown in FIG. 7 is disposed in the vicinity of the driver's seat of the vehicle. The shift device 71 is provided with a shift lever 71 so that it can be displaced. The shift device 7 is set with an R position (reverse range), an N position (neutral range), a D position (drive range), and an S position (sequential range). The shift lever 71 can be displaced. Each shift position of these R position, N position, D position, and S position (including the following “+” position and “−” position) is detected by a shift position sensor 94.

  Then, regarding the situation where the shift position of the shift lever 71 is selected and the operation state of the automatic transmission 2 at that time, the respective shift positions (“N position”, “R position”, “D position”, “S position”) ).

  The “N position” is a position selected when the connection between the input shaft 9 and the output shaft 10 of the automatic transmission 2 is disconnected. When the shift lever 71 is operated to this “N position”, the automatic transmission All of the clutches C1 to C4 and the brakes B1 and B2 of the machine 2 are released (see FIG. 6).

  The “R position” is a position selected when the vehicle is moved backward, and when the shift lever 71 is operated to the R position, the automatic transmission 2 is switched to the reverse gear.

  The “D position” is a position selected when the vehicle moves forward. When the shift lever 71 is operated to this D position, a plurality of forward gears of the automatic transmission 2 are selected according to the driving state of the vehicle. The speed of the stage (eight speed forward) is automatically controlled.

  The “S position” is a position that is selected when traveling in sequential mode (also referred to as manual mode), that is, when the driver manually performs a shift operation of a plurality of forward gears (eight forward speeds). Thus, a “−” position and a “+” position are provided before and after the S position. The “+” position is a position where the shift lever 71 is operated during an upshift in the sequential mode, and the “−” position is a position where the shift lever 71 is operated during a downshift in the sequential mode. When the shift lever 71 is in the S position and the shift lever 71 is operated to the “+” position or the “−” position with the S position as the neutral position, the forward gear of the automatic transmission 2 is increased or decreased. Is done. Specifically, the gear stage is increased by one stage for each operation to the “+” position (for example, 1st → 2nd →... → 8th). On the other hand, the gear stage is lowered by one stage (for example, 8th → 7th →... → 1st) for each operation to the “−” position.

-Shift control-
Next, a shift map used for shift control of the automatic transmission 2 will be described with reference to FIG.

  The shift map shown in FIG. 8 is a map in which the vehicle speed and the accelerator opening are used as parameters, and a plurality of regions for obtaining an appropriate gear stage are set according to the vehicle speed and the accelerator opening. The shift map is stored in the ROM 52 of the transmission control device 5. Each region of the shift map is partitioned by a plurality of shift lines (gear stage switching lines). In FIG. 8, the upshift line (shift line) is indicated by a solid line, and the downshift line (shift line) is indicated by a broken line. In addition, each switching direction of upshifting and downshifting is indicated using numerals and arrows in the figure.

  Subsequently, the basic operation of the shift control will be described.

  The transmission control device 5 calculates the vehicle speed from the output signal of the vehicle speed sensor 97, calculates the accelerator opening from the output signal of the accelerator opening sensor 95, and based on the vehicle speed and the accelerator opening, the shift map of FIG. The target gear stage is calculated with reference to the above, and the target gear stage is compared with the current gear stage to determine whether or not a speed change operation is necessary. If the result of the determination indicates that no speed change operation is required (when the target gear stage and the current gear stage are the same and the gear stage is set appropriately), a solenoid control signal for maintaining the current gear stage ( Command hydraulic signal) is output to the hydraulic control device 40 of the automatic transmission 2.

  On the other hand, when the target gear stage is different from the current gear stage, a speed change operation is performed. For example, when the running state of the vehicle changes from a state where the gear stage of the automatic transmission 2 is in the “5-speed” state, for example, when the vehicle changes from point PA to point PB in FIG. Since the change over the line [5 → 4] is made, the target gear stage calculated from the shift map is “fourth speed”, and a solenoid control signal (instructed hydraulic signal) for setting the fourth gear stage is automatically transmitted. 2 is output to the hydraulic control unit 40 and shifts from the fifth gear to the fourth gear (5 → 4 downshift).

-Characteristic part of embodiment-
The characteristic part of this embodiment is that, in the automatic transmission 2, during so-called sports driving such as when the vehicle is traveling in the sequential mode or when the acceleration or deceleration of the vehicle is large, The normal running time (simply referred to as normal running time) means changing the power ON / OFF judgment (drive / driven judgment). In other words, there is provided a sports travel determination means for determining whether or not the vehicle is in sport travel, and a change means for changing the power ON / OFF determination between sports travel and normal travel.

  Specifically, in this embodiment, the driving force input from the engine 1 side to the drive system is in a power ON state (driving state: a state in which the rotational speed of the engine 1 exceeds the input shaft rotational speed of the automatic transmission 2). Or in a power-off state (driven state: a state in which the rotational speed of the engine 1 is lower than the input shaft rotational speed of the automatic transmission 2), and corresponding to each state based on this determination In the automatic transmission 2 configured to perform the shift control, the power ON / OFF determination is changed between sports running and normal running. Details of this control will be described below with reference to the flowchart of FIG.

  The transmission control routine shown in FIG. 9 is executed in the transmission control device 5. This routine is executed every predetermined time (for example, every several milliseconds) after the engine 1 is started.

  First, in step ST1, it is determined whether there is an upshift or downshift shift output (shift instruction) based on the above-described various sensors and input information from the engine control device 3 to the transmission control device 5. This determination can be made based on, for example, the current traveling state of the vehicle and whether there is a shift request based on the shift map of FIG. More specifically, when the traveling state of the vehicle changes across the upshift line or downshift line on the shift map in FIG. 8, it is determined that there is an upshift or downshift request.

  If the determination result is affirmative, the process proceeds to step ST2. On the other hand, if the determination result is negative, the determination of step ST1 is repeated until there is an upshift or downshift shift output (until a positive determination is obtained). Here, the determination in step ST1 can be performed based on the output signal of the shift position sensor 94. In this case, for example, when the shift lever 71 is operated to the “+” position or the “−” position of the S position, it is determined that there is an upshift or downshift shift output.

  Next, in step ST <b> 2, it is determined whether or not the vehicle is running during sports (running). This determination can be made, for example, by determining whether the acceleration or deceleration of the vehicle is large. Specifically, for example, based on the output signal of the output shaft rotational speed sensor 93, the output signal of the vehicle speed sensor 97, the output signal of the G sensor 98, the output signal of the brake pedal sensor 99, the output signal of the brake master cylinder pressure sensor 101, etc. The vehicle acceleration / deceleration speed is obtained, and when the value is larger than a predetermined value (threshold value) set in advance, it is determined that the vehicle is in sports driving, and in this case, the process proceeds to step ST5. On the contrary, when the acceleration / deceleration value is equal to or less than the predetermined value, it is determined that the vehicle is traveling normally, and in this case, the process proceeds to step ST3. In addition, what is necessary is just to obtain | require the magnitude | size of the acceleration or deceleration of a vehicle using at least 1 of those output signals, and it is not necessary to necessarily use all the output signals.

  Here, the determination in step ST <b> 2 can be performed based on the output signal of the shift position sensor 94. In this case, when the operation position of the shift lever 71 is the S position, it is determined that the vehicle is in sport running, and when the operation position of the shift lever 71 is other than the S position, the vehicle is normally It is determined that the vehicle is traveling.

  If the determination result in step ST2 is negative, in step ST3, power ON / OFF determination during normal driving is performed, and then in step ST4, a shift according to the power ON / OFF determination is performed. Control (upshift control or downshift control) is performed. That is, during normal driving, power ON / OFF determination dedicated to normal driving is performed, and the shift control in the power ON state and the shift control in the power OFF state are switched. In this case, the power ON / OFF determination can be set with an emphasis on reduction of shift shock.

  In this embodiment, power ON / OFF determination at the time of normal driving is performed with reference to a power ON / OFF determination map as shown in FIG. The power ON / OFF determination map shown in FIG. 10A is a map that is referred to only during normal travel, and is stored in the ROM 52 of the transmission control device 5. The power ON / OFF determination map in FIG. 10 (a) uses the vehicle speed and throttle opening as parameters to determine the power ON region and the power OFF region in advance through experiments and calculations, and based on the results, the power ON and power OFF Is a map in which determination lines (boundary lines) are set. Specifically, the power ON / OFF determination map includes a power ON region G11 on the side where the throttle opening is large across the determination line L1 which tends to increase monotonically from the lower left to the upper right on the map, and the throttle It is divided into a power OFF region G12 on the side with a smaller opening.

  In the power ON / OFF determination, the vehicle speed and the throttle opening calculated based on the output signal of the vehicle speed sensor 97 (or the output signal of the output shaft rotational speed sensor 93) and the output signal of the throttle opening sensor 96 are shown in FIG. This is done by determining which region belongs to the power ON / OFF determination map of a). And if it belongs to the power ON area | region G11, it will determine with a vehicle state being power ON, and power ON upshift control or power ON downshift control is performed by controlling the hydraulic control apparatus 40 in step ST4. . On the other hand, if the vehicle belongs to the power OFF region G12, it is determined that the vehicle state is the power OFF, and in step ST4, the power OFF upshift control or the power OFF downshift control is performed by controlling the hydraulic control device 40. . The shift control according to the power ON / OFF determination is well known in the art and will not be described here. For example, in the power ON upshift control, the shift control is performed to suppress the engine 1 from being blown up. However, in the power-off downshift control, shift control is performed such that the input shaft rotation speed of the automatic transmission 2 is increased and the shift operation can be completed with certainty.

  On the other hand, if the determination result in step ST2 is affirmative, in step ST5, power ON / OFF determination during sport running is performed, and then in step ST6, the power ON / OFF determination is performed. Shift control (upshift control or downshift control) is performed. That is, during sports running, power ON / OFF determination dedicated to sports running is performed, and the shift control in the power ON state and the shift control in the power OFF state are switched. In this case, the power ON / OFF determination can be set with emphasis on the effect of a sporty shift operation.

  In this embodiment, the power ON / OFF determination during sports running is different from the power ON / OFF determination during normal running described above. For example, refer to a power ON / OFF determination map as shown in FIG. Done. The power ON / OFF determination map shown in FIG. 10B is a map that is referred to only during sports running, and is stored in the ROM 52 of the transmission control device 5. The power ON / OFF determination map of FIG. 10 (b) uses the vehicle speed and throttle opening as parameters to determine the power ON region and the power OFF region in advance through experiments and calculations, and based on the results, the power ON and power OFF Is a map in which a determination line for determining whether or not is set. Specifically, the power ON / OFF determination map includes a power ON region G21 on the side where the throttle opening is large across the determination line L2 that tends to increase monotonically from the lower left to the upper right on this map, and the throttle It is divided into a power OFF region G22 on the smaller opening side.

  In the power ON / OFF determination, the vehicle speed and the throttle opening calculated based on the output signal of the vehicle speed sensor 97 (or the output signal of the output shaft rotational speed sensor 93) and the output signal of the throttle opening sensor 96 are shown in FIG. This is performed by determining which region belongs to the power ON / OFF determination map of b). And if it belongs to the power ON area | region G21, it will determine with a vehicle state being power ON, and power ON upshift control or power ON downshift control is performed by controlling the hydraulic control apparatus 40 in step ST6. . On the other hand, if the vehicle belongs to the power OFF region G22, it is determined that the vehicle state is the power OFF, and in step ST6, the power OFF upshift control or the power OFF downshift control is performed by controlling the hydraulic control device 40. . The shift control according to the power ON / OFF determination is well known in the art, and will not be described here.

  In this way, by changing the power ON / OFF judgment between sports running and normal running and making them different, the power ON / OFF judgment can be made with a sporty gear shifting effect (sound, speed, etc.) during sports running. The setting can be made with a focus on the viewpoint, and the setting can be made with a focus on reducing the shift shock during normal driving. Specifically, the power ON / OFF determination map referred to during sports running in FIG. 10B has a power OFF region compared to the power ON / OFF determination map referred to during normal running in FIG. Widely set. In this case, in the power ON / OFF determination map of FIG. 10B, the determination line on the map is set on the larger throttle opening side than the power ON / OFF determination map of FIG. As a result, it is possible to expand the area in which the effect of the shift operation can be enjoyed during sports running as compared to during normal running. For example, when performing a downshift gear shift operation, it is possible to widen a region where a shift effect such as a blipping control in which the accelerator pedal is depressed to increase the rotation speed of the engine 1 can be enjoyed. It should be noted that the above-described control for setting a wider region where the power is determined to be OFF may be performed only during downshifting during sports running as described above.

-Other embodiments-
The embodiment of the present invention has been described above. However, the embodiment shown here is an example and can be variously modified. An example is given below.

  (1) In the above-described embodiment, an example in which the present invention is applied to the shift control of an automatic transmission with eight forward shifts is shown. However, the present invention is not limited to this, and automatic shifts of other arbitrary shift stages are possible. It can also be applied to gear shift control of a machine.

  (2) In the above embodiment, the example in which the shift control is executed by obtaining an appropriate shift speed based on the vehicle speed and the accelerator opening is shown, but the present invention is not limited to this, and the vehicle speed and the throttle opening are not limited. The shift control may be executed by obtaining an appropriate shift stage based on the shift speed. Further, the shift control may be executed by obtaining an appropriate shift stage based on other parameters relating to the running state of the vehicle.

  (3) The following configuration may be adopted as the sport running determination means.

  (3-a) For example, when a driver is provided with selection means (sport switch, power switch, etc.) for manually selecting a sport driving mode of the vehicle and the selection means is ON, it is during sports driving. Is determined.

  (3-b) Further, there is provided a configuration (unit such as a navigation system) for determining whether or not the traveling location of the vehicle is a circuit, and determining that it is during sports traveling when the traveling location of the vehicle is a circuit. Can be mentioned.

  (3-c) Moreover, the structure which provides the setting means (a switch, a button, etc.) in which a driver | operator can set manually whether it is at the time of sports driving | running | working is mentioned.

  (4) The form for changing the power ON / OFF determination may be as follows.

  (4-a) In the above-described embodiment, an example (see FIG. 10) in which a region in which power is determined to be OFF is set wider during sports running than in normal running (see FIG. 10), for example, as shown in FIG. In some cases, a region in which power is determined to be ON may be set wider than that during normal driving. The power ON / OFF determination map shown in FIG. 11 (a) is a map that is referred to only during normal travel, and is the same as the power ON / OFF determination map of FIG. 10 (a). On the other hand, the power ON / OFF determination map shown in FIG. 11 (b) has a wider power ON area than the power ON / OFF determination map referred to during normal driving in FIG. 11 (a). This is different from the power ON / OFF determination map of FIG.

  Thus, by changing the power ON / OFF determination, it is effective when performing an upshift gear shifting operation during sports driving, and in the same way as described above, an area where the effect of the gear shifting operation can be enjoyed during sports driving. , Can be expanded compared with normal driving. Note that the power ON / OFF determination map of FIG. 11B specifically has a large throttle opening across the determination line L3 that tends to increase monotonically from the lower left to the upper right on this map. It is divided into a power ON region G31 on the side and a power OFF region G32 on the side where the throttle opening is small. It should be noted that control for setting a region where the power is determined to be wider than during normal running may be performed only during upshifting during sports running.

  (4-b) In the above embodiment, an example (see FIG. 10) in which the two power ON / OFF determination maps are switched between the sport running mode and the normal running mode is shown (see FIG. 10), but as shown in FIG. Alternatively, a determination line L1 that is set during normal running and a determination line L2 that is set so as to widen the power OFF area during sports running may be provided on one power ON / OFF determination map. On the power ON / OFF determination map of FIG. 12, the determination line L2 is set on the larger throttle opening side than the determination line L1. On this determination map, the determination line L1 corresponds to the determination line L1 on the power ON / OFF determination map of FIG. 10A, and the determination line L2 is on the power ON / OFF determination map of FIG. Corresponds to the determination line L2. In addition to the determination lines L1 and L2, a determination line L3 that is set so as to widen the power ON region during sports running may be provided on the same power ON / OFF determination map. In this case, the determination line L3 corresponds to the determination line L3 on the power ON / OFF determination map of FIG.

  (4-c) In the above embodiment, the power ON / OFF determination map using the vehicle speed and the throttle opening as parameters is used. However, the power ON / OFF determination map based on other parameters related to the running state of the vehicle is used. May be. For example, a power ON / OFF determination map using vehicle speed and engine load as parameters may be used.

  (4-d) Moreover, in the said embodiment, although power ON / OFF determination was performed using the power ON / OFF determination map, you may carry out by the method of other than that. For example, the power ON / OFF determination may be performed based only on the throttle opening. Further, the power ON / OFF determination may be performed based only on the intake air amount of the engine. When performing power ON / OFF determination based on the throttle opening, it is determined that the power is ON if the throttle opening is greater than a preset threshold, and the power is OFF if the throttle opening is less than or equal to the threshold. Is determined.

  (5) The engine mounted on the vehicle to which the present invention is applied may be a gasoline engine or a diesel engine.

1 is a schematic configuration diagram illustrating a power train of a vehicle according to an embodiment. It is a skeleton figure which shows an example of an automatic transmission. It is a perspective view which shows typically the transmission mechanism part of an automatic transmission. It is a block diagram which shows the structure of a transmission control apparatus. It is a figure which shows the engagement state for every gear stage of each clutch and each brake in the transmission mechanism part of an automatic transmission. It is a speed diagram which shows the rotation speed ratio of each component in each planetary of the transmission mechanism part of an automatic transmission for every gear stage. It is a perspective view which shows the shift apparatus which performs gear shifting operation of an automatic transmission. It is a figure which shows the shift map used for the shift control of an automatic transmission. It is a flowchart which shows an example of the shift control of an automatic transmission. It is a figure which shows the determination map used for power ON / OFF determination. It is a figure which shows the modification 1 of the determination map used for power ON / OFF determination. It is a figure which shows the modification 2 of the determination map used for power ON / OFF determination.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 3 Engine control apparatus 5 Transmission control apparatus 30 Transmission mechanism part

Claims (10)

In a vehicle equipped with an internal combustion engine and an automatic transmission connected to the internal combustion engine, whether the driving force input from the internal combustion engine side to the drive system is in a power-on state or a power-off state. A vehicle control device comprising power ON / OFF determination means for performing OFF determination, and configured to perform shift control corresponding to each state based on a determination result by the power ON / OFF determination means,
Sports running determination means for determining whether or not the vehicle is in sports running;
A vehicle control apparatus comprising: a changing means for changing the power ON / OFF determination by the power ON / OFF determining means between sports running and normal running not during sports running. The vehicle control device according to claim 1,
The vehicle control apparatus characterized in that a region determined to be power OFF in the power ON / OFF determination is set wider during the sport driving than during a normal driving. The vehicle control device according to claim 2,
The vehicle control apparatus is characterized in that the setting for widening the area determined to be power-off is performed only during downshifting. The vehicle control device according to claim 1,
The vehicle control device characterized in that a region determined to be power ON in the power ON / OFF determination is set wider during the sport driving than during normal driving. The vehicle control device according to claim 4,
The vehicle control apparatus is characterized in that the setting for widening the region determined to be power-on is performed only during an upshift. In the vehicle control device according to any one of claims 1 to 5,
Means for determining the acceleration / deceleration of the vehicle,
A vehicle control device, characterized in that, when the acceleration / deceleration of the vehicle is greater than a preset threshold value, it is determined that the vehicle is running during sports. In the vehicle control device according to any one of claims 1 to 5,
Means for detecting the operating position of the shift lever of the shift device;
The vehicle control device characterized in that when the shift lever is operated at a position selected when a driver manually performs a shift operation of the automatic transmission, it is determined that the vehicle is in the sport running state. . In the vehicle control device according to any one of claims 1 to 5,
Comprising a selection means for a driver to manually select a sports driving mode of the vehicle;
The vehicle control device according to claim 1, wherein when the selection unit is ON, it is determined that the vehicle is running during sports. In the vehicle control device according to any one of claims 1 to 5,
Means for determining whether the vehicle is on a circuit or not,
The vehicle control device according to claim 1, wherein when the travel location of the vehicle is a circuit, it is determined that the sport travel is in progress. In the vehicle control device according to any one of claims 1 to 5,
A vehicle control device, characterized in that setting means is provided that allows a driver to manually set whether or not the vehicle is running during sports.

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