JP2009085291A - Control device for automatic transmission, control method, program for implementing its method and recording medium recorded with the program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suitably obtain a traveling characteristic required by a driver in a vehicle equipped with an engine and an automatic transmission. <P>SOLUTION: An ECU executes a program including a step (S104) for calculating an index (required characteristic index) A regarding the traveling characteristic required by the driver based on a vehicle speed V, an accelerator opening ACC and traveling environment information, a step (S106) for calculating a target engine speed region B based on the required characteristic index A, a step (S112) for estimating an estimated engine speed NE (N) when being shifted to respective gear stages, and a step (S116) for outputting a shift command to a gear stage which corresponds to the estimated engine speed NE (N) included in the target engine speed region B and of which the gear ratio is the nearest to the present gear stage to the automatic transmission. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to control of an automatic transmission, and more particularly to control of an automatic transmission mounted on a vehicle equipped with an engine.

  A vehicle equipped with an automatic transmission in which engine power is transmitted via a torque converter is known. When such a vehicle travels, a gear ratio that provides optimum engine output characteristics is set according to the vehicle speed and the accelerator opening, and the automatic transmission is controlled so that the gear ratio is changed to that gear ratio. However, this control method has a problem that the will of the driver is not necessarily reflected in the setting of the gear ratio. A technique for solving this problem is disclosed, for example, in Japanese Translation of PCT International Publication No. 2005-508788 (Patent Document 1).

  The system disclosed in this publication is a system for setting an engine torque and a transmission gear ratio in a vehicle having a continuously adjustable transmission. This system obtains a signal (driver output will) indicating the driver's intention based on the accelerator pedal position and the vehicle speed, detects the target engine torque in consideration of the signal indicating the driver's intention, and indicates the driver's intention. The target transmission gear ratio is detected in consideration of the signal.

According to the system disclosed in this publication, since the signal indicating the driver's intention is obtained based on the accelerator pedal position and the vehicle speed, the signal indicating the driver's intention can be scaled, for example, in percentage. For example, it may mean that the maximum possible thrust is desired when the signal representing driver will is 100 percent and the minimum thrust is desired when 0 percent. The target engine torque and the target transmission gear ratio are detected in consideration of such a signal representing the driver's will. Therefore, based on the driver's will, engine control and transmission control can be optimized with respect to fuel consumption, and fuel consumption can be reduced.
Special table 2005-508788

  By the way, an important factor when setting the gear stage of the automatic transmission is the engine speed. Generally, when the engine speed is low, quietness and fuel consumption efficiency are improved, and the engine speed is the maximum torque speed (the speed at which the engine output torque is maximum) or the maximum power speed (the engine output power). When the rotation speed is in the vicinity of the maximum (), the engine responsiveness is improved and sporty driving is possible. However, in the system disclosed in Patent Document 1, since the driver's will is not directly reflected in the engine speed after the shift, there may be a case where the driving characteristics required by the driver cannot be realized.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to accurately realize the driving characteristics required by the driver in a vehicle including an engine and an automatic transmission. An automatic transmission control device, a control method, a program for realizing the method, and a recording medium on which the program is recorded are provided.

  A control device according to a first invention controls an automatic transmission mounted on a vehicle equipped with an engine. This control device sets a calculation means for calculating an index relating to a driving characteristic requested by the driver based on the state of the vehicle, and sets either a target value of the engine speed or a target region based on the index. Setting means, and control means for controlling the automatic transmission such that the engine speed reaches a target value and the engine speed is included in the target region. The control method according to the eighth invention has the same requirements as the control device according to the first invention.

  According to the first or eighth aspect of the invention, the index relating to the driving characteristics required by the driver is calculated based on the state of the vehicle, and either the target value of the engine speed or the target region is set based on the calculated index. Is done. Thus, for example, if the calculated index emphasizes quietness, the target value (or target area) of the engine speed is set low, and if the calculated index emphasizes sportiness, the engine The target value (or target area) of the rotational speed can be set high. The automatic transmission is controlled so that the engine speed is equal to the target value set in this way, or the engine speed is included in the target region set in this way. Therefore, the engine speed after the shift can be controlled to a value that can realize the travel characteristics required by the driver. As a result, in a vehicle equipped with an engine and an automatic transmission, it is possible to provide a control device and a control method for an automatic transmission that can accurately realize the driving characteristics required by the driver.

  In the control device according to the second aspect of the invention, in addition to the configuration of the first aspect, in the case where it is estimated that the calculation unit emphasizes sportiness rather than quietness and fuel consumption efficiency. Means are included for calculating the index so that either the target value or the target area is set higher than the case where it is not estimated. The control method according to the ninth aspect has the same requirements as those of the control apparatus according to the second aspect.

  According to the second or ninth invention, when it is estimated that the driver places importance on sportiness, the index is calculated so that either the target value of the engine speed or the target region is set high. . Thereby, for example, the engine speed is controlled to a high value near the maximum torque speed or the maximum power speed, the engine responsiveness is improved, and the sporty travel required by the driver can be realized. Conversely, if it is estimated that the driver places importance on quietness and fuel consumption efficiency, the index is calculated so that either the target value of the engine speed or the target region is set low. As a result, the engine speed is controlled to a low value, and the quietness and fuel consumption efficiency required by the driver can be realized.

  In the control device according to the third invention, in addition to the configuration of the first or second invention, the calculating means includes the degree of acceleration requested by the driver, the degree of change in the degree of acceleration, the vehicle speed, and the vehicle acceleration. And means for calculating an index based on at least one of the traveling environment of the vehicle. The control method according to the tenth invention has the same requirements as the control device according to the third invention.

  According to the third or tenth aspect of the invention, the degree of acceleration required by the driver (for example, accelerator opening), the degree of change in acceleration (for example, time change in accelerator opening), vehicle speed, vehicle acceleration, and An index is calculated based on at least one of the traveling environment (traveling road, traveling position, etc.) of the vehicle. Therefore, for example, when the accelerator opening degree or the time change amount of the accelerator opening degree is large, the speed or acceleration of the vehicle is large, or the climbing slope of the traveling road is steep, the driver is sporty or large. Assuming that the output of torque and power is emphasized, the index can be calculated so that the target value and target region of the engine speed are set higher. On the other hand, when the driving road is a winding road, the driving position is in a city area, or the driving position is in front of a curve, the driver is more sporty or outputs a large torque or power. Assuming that the quietness and the fuel consumption efficiency are emphasized, the index can be calculated so that the target value and the target region of the engine speed are set lower. Therefore, the driving characteristics required by the driver can be accurately realized.

  In the control device according to the fourth aspect of the invention, in addition to the configuration of any one of the first to third aspects, the setting means rotates the rotation speed at which the engine output torque is maximized and the engine output power is maximized. Means for setting either the target value or the target area lower than any of the numbers is included. The control method according to the eleventh invention has the same requirements as the control device according to the fourth invention.

  According to the fourth or eleventh invention, either the target value or the target region of the engine speed is lower than either the speed at which the engine output torque becomes maximum or the speed at which the engine output power becomes maximum. Is set. Therefore, it is possible to suppress the engine speed after shifting to a high value that is not necessary for realizing the driving characteristics required by the driver.

  In the control device according to the fifth aspect of the invention, in addition to the configuration of any one of the first to fourth aspects, the automatic transmission is a stepped transmission having a plurality of shift stages. The setting means includes means for setting a target area. The control device sets a plurality of engine rotational speeds after the shift based on means for detecting a value related to the output shaft rotational speed of the automatic transmission, and at least the value related to the output shaft rotational speed and the gear ratio of each gear. And estimating means for estimating for each shift stage. The control means includes means for controlling the automatic transmission such that the estimated engine speed after the shift is shifted to a shift stage included in the target region. The control method according to the twelfth invention has the same requirements as the control device according to the fifth invention.

  According to the fifth or twelfth invention, in the stepped transmission, the gear ratio cannot be set infinitely, and the gear ratio is determined in advance for each gear. Therefore, a target region for engine speed is set. A value related to the output shaft rotational speed of the automatic transmission is detected, and an engine rotational speed after shifting is estimated for each of a plurality of shift speeds based on at least the value related to the output shaft rotational speed and the gear ratio of each gear speed. . The automatic transmission is controlled so that the estimated engine speed after the shift is shifted to a shift stage included in the target region. Thereby, in the stepped transmission, the engine speed after the shift can be set to a value included in a region where the driving characteristics required by the driver can be realized.

  In the control device according to the sixth aspect of the invention, in addition to the configuration of the fifth aspect, in addition to the value relating to the output shaft rotational speed, the estimating means determines the amount of time change of the value related to the output shaft rotational speed Means for estimating the output shaft speed after the shift based on the shift time, and estimating the engine speed after each shift based on the estimated output shaft speed and the gear ratio of each gear stage Including means. The control method according to the thirteenth aspect has the same requirements as the control device according to the sixth aspect.

  According to the sixth or thirteenth invention, for example, a value obtained by adding the product of the time change amount of the value related to the output shaft speed and the speed change time to the value related to the output shaft speed before the speed change is used as the output shaft speed after the speed change. It can be estimated as a number. Based on the output shaft speed after the shift estimated in this way, the engine speed after the shift can be estimated. Therefore, it is possible to accurately estimate the engine speed after the shift in consideration of the shift time.

  In the control device according to the seventh invention, in addition to the configuration of any one of the first to fourth inventions, the automatic transmission is a continuously variable transmission. The setting means includes means for setting a target value. The control device further includes means for detecting a value relating to the output shaft rotational speed of the automatic transmission. The control means includes means for calculating a target gear ratio based on the target value and a value related to the output shaft rotation speed, and means for controlling the automatic transmission so as to shift to the target gear ratio. Including. The control method according to the fourteenth invention has the same requirements as those of the control device according to the seventh invention.

  According to the seventh or fourteenth invention, in the continuously variable transmission, the gear ratio can be set in a stepless manner. Therefore, a target value for the engine speed is set. A value related to the output shaft rotational speed of the automatic transmission is detected, and a target gear ratio is calculated based on the target value and the value related to the output shaft rotational speed. The automatic transmission is controlled so as to shift to the target gear ratio. Thus, in the continuously variable transmission, the engine speed after the shift can be set to a value that can realize the travel characteristics required by the driver.

  In the program according to the fifteenth aspect, a computer is caused to execute the control method according to any of the eighth to fourteenth aspects. A recording medium according to a sixteenth invention is a medium in which a program for causing a computer to execute the control method according to any of the eighth to fourteenth inventions is recorded in a computer-readable manner.

  According to the fifteenth or sixteenth invention, the control method according to any of the eighth to fourteenth inventions can be realized by using a computer (which may be general purpose or dedicated).

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
A vehicle 10 equipped with a control device according to an embodiment of the present invention will be described with reference to FIG. The vehicle 10 is a front engine front drive (FF) vehicle. A vehicle other than FF may be used.

  Vehicle 10 includes an engine 100, a torque converter 210, an automatic transmission 200, drive wheels 12, a differential gear 14, a drive shaft 16, and an ECU (Electronic Control Unit) 400.

  Engine 100 is an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated.

  Automatic transmission 200 includes a planetary gear unit 300 and a hydraulic circuit 220. Automatic transmission 200 is connected to engine 100 via torque converter 210. Hydraulic circuit 220 controls the operating states of the clutch elements and brake elements inside planetary gear unit 300 in accordance with a shift command from ECU 400. Thereby, automatic transmission 200 forms a desired gear stage, and changes the rotational speed of the crankshaft to a desired rotational speed.

  The output gear of the automatic transmission 200 meshes with the differential gear 14. A drive shaft 16 is connected to the differential gear 14 by spline fitting or the like. Power is transmitted to the left and right drive wheels 12 via the drive shaft 16.

  The ECU 400 includes a vehicle speed sensor 50, a position switch 54 of the shift lever 52, an accelerator opening sensor 58 of the accelerator pedal 56, a stroke sensor 62 of the brake pedal 60, a throttle opening sensor 64 of the electronic throttle valve 114, An engine speed sensor 66, an input shaft speed sensor 70, and an output shaft speed sensor 72 are connected via a harness or the like.

  The vehicle speed sensor 50 detects the vehicle speed V of the vehicle 10 from the rotational speed of the drive shaft 16 and transmits a signal representing the detection result to the ECU 400.

  The position switch 54 detects the position (shift position) SP of the shift lever 52 and transmits a signal representing the detection result to the ECU 400. Corresponding to the shift position SP, the gear stage of the automatic transmission 200 is automatically formed. Further, a manual shift mode in which the driver can select an arbitrary gear stage may be selected according to the driver's operation.

  The accelerator opening sensor 58 detects the opening (accelerator opening) ACC of the accelerator pedal 56 and transmits a signal representing the detection result to the ECU 400.

  Stroke sensor 62 detects a stroke amount (brake stroke amount) BS of brake pedal 60 and transmits a signal representing the detection result to ECU 400.

  The throttle opening sensor 64 detects the opening (throttle opening) of the electronic throttle valve 114 whose opening is adjusted by the actuator, and sends a signal representing the detection result to the ECU 400. The electronic throttle valve 114 adjusts the amount of air taken into the engine 100 (engine 100 output).

  Engine rotation speed sensor 66 detects the rotation speed (engine rotation speed) NE of the output shaft (crankshaft) of engine 100 and transmits a signal representing the detection result to ECU 400.

  Input shaft rotational speed sensor 70 detects input shaft rotational speed NIN of automatic transmission 200 and transmits a signal representing the detection result to ECU 400. Output shaft rotational speed sensor 72 detects output shaft rotational speed NOUT of automatic transmission 200 and transmits a signal representing the detection result to ECU 400. Since the output shaft of engine 100 is connected to the input shaft of torque converter 210, and the output shaft of torque converter 210 is connected to the input shaft of automatic transmission 200, engine rotational speed NE is input to torque converter 210. The rotation speed is the same as the rotation speed of the shaft. Further, the input shaft rotational speed NIN is the same rotational speed as the rotational speed of the output shaft of the torque converter 210.

  Further, the traveling environment sensor 80 is connected to the ECU 400 with a harness or the like interposed therebetween. Travel environment sensor 80 detects travel environment information of vehicle 10 and transmits a signal representing the detection result to ECU 400. The traveling environment information is information representing, for example, the shape and gradient of the traveling road, whether the traveling position is in an urban area, whether it is in front of a curve, or the like. The travel environment sensor 80 is constituted by a navigation system, for example.

  The ECU 400 includes a vehicle speed sensor 50, a position switch 54, an accelerator opening sensor 58, a stroke sensor 62, a throttle opening sensor 64, an engine speed sensor 66, an input shaft speed sensor 70, an output shaft speed sensor 72, a travel environment sensor. Based on a signal sent from 80 and the like, a map and a program stored in a ROM (Read Only Memory), the devices are controlled so that the vehicle 10 is in a desired running state.

  In the present embodiment, ECU 400 selects the 1st to 6th gears when D (drive) range is selected as the shift range of automatic transmission 200 when shift lever 52 is positioned at the D (drive) position. The automatic transmission 200 is controlled so that one of the gear positions is formed. The automatic transmission 200 can transmit the driving force to the drive wheels 12 by forming any one of the first to sixth gears.

  The planetary gear unit 300 provided in the automatic transmission 200 will be described with reference to FIG.

  Planetary gear unit 300 is connected to a torque converter 210 having an input shaft 212 coupled to a crankshaft. The planetary gear unit 300 includes a first set 310 of planetary gear mechanisms, a second set 320 of planetary gear mechanisms, an output gear 330, B1 brake 342A, B2 brake 342B and B3 brake 342C fixed to the gear case 340, and C1. Clutch 344A and C2 clutch 344B and one-way clutch F346 are included.

  The first set 310 is a single pinion type planetary gear mechanism. The first set 310 includes a sun gear S (UD) 312S, a pinion gear 312P, a ring gear R (UD) 312R, and a carrier C (UD) 312C.

  Sun gear S (UD) 312 S is connected to output shaft 214 of torque converter 210. The pinion gear 312P is rotatably supported by the carrier C (UD) 312C. Pinion gear 312P meshes with sun gear S (UD) 312S and ring gear R (UD) 312R.

  Ring gear R (UD) 312R is fixed to gear case 340 by B3 brake 342C. Carrier C (UD) 312C is fixed to gear case 340 by B1 brake 342A.

  The second set 320 is a Ravigneaux type planetary gear mechanism. The second set 320 includes a sun gear S (D) 322S, a short pinion gear 322P, a carrier C (1) 322C, a long pinion gear 324P, a carrier C (2) 324C, a sun gear S (S) 324S, and a ring gear R. (1) 324R.

  Sun gear S (D) 322S is connected to carrier C (UD) 312C. The short pinion gear 322P is rotatably supported by the carrier C (1) 322C. Short pinion gear 322P meshes with sun gear S (D) 322S and long pinion gear 324P. Carrier C (1) 322C is coupled to output gear 330.

  Long pinion gear 324P is rotatably supported by carrier C (2) 324C. Long pinion gear 324P meshes with short pinion gear 322P, sun gear S (S) 324S, and ring gear R (1) 324R. Carrier C (2) 324C is coupled to output gear 330.

  Sun gear S (S) 324S is coupled to output shaft 214 of torque converter 210 by C1 clutch 344A. Ring gear R (1) 324R is fixed to gear case 340 by B2 brake 342B, and is connected to output shaft 214 of torque converter 210 by C2 clutch 344B. The ring gear R (1) 324R is connected to the one-way clutch F346 and cannot rotate when the first gear is driven.

The one-way clutch F346 is provided in parallel with the B2 brake 342B. That is, the outer race of the one-way clutch F346 is fixed to the gear case 340, and the inner race is connected to the ring gear R (1) 324R via the rotating shaft.

FIG. 3 shows an operation table showing the relationship between each gear stage and the operation state of each clutch element and each brake element. When the gear stage is determined based on a shift map (not shown) using the vehicle speed and the throttle opening (accelerator opening) as parameters, so as to form the determined gear stage.
The state of each brake element and each clutch element is controlled to be the state shown in this operation table. For example, when the gear stage is the first gear stage, the C1 clutch 344A is controlled to be engaged as shown in FIG. Thereafter, when the upshift is performed from the first gear to the second gear, the B1 brake 342A that has been released is controlled to be in the engaged state. In the present embodiment, the case where the present invention is applied to an automatic transmission having two input clutches will be described. However, the number of input clutches is not limited to two.

  With reference to FIG. 4, a functional block diagram of the control device according to the present embodiment will be described. As shown in FIG. 4, the control device includes a required characteristic index calculation unit 410, a target engine speed calculation unit 420, and a shift command unit 430.

  The required characteristic index calculation unit 410 calculates an index (required characteristic index) A related to the travel characteristics requested by the driver based on the vehicle speed V, the accelerator opening ACC, and the travel environment information. The required characteristic index A is calculated so large that it is estimated that the degree of emphasis on sportiness is high, and is small as it is estimated that the degree of importance of silence and fuel consumption efficiency is high. The

  The target engine speed calculation unit 420 calculates a target engine speed region B (or target engine speed) based on the required characteristic index A.

  Shift command unit 430 sets a gear ratio based on engine speed NE from engine speed sensor 66 and target engine speed region B (or target engine speed) calculated by target engine speed calculation unit 420. Then, a gear change command corresponding to the set gear ratio is output to automatic transmission 200.

  The control device according to the present embodiment having such a functional block is read out from a CPU (Central Processing Unit) and a memory and a memory included in the ECU even in hardware mainly composed of a digital circuit or an analog circuit. It can also be realized by software mainly composed of programs executed by the CPU. In general, it is said that it is advantageous in terms of operation speed when realized by hardware, and advantageous in terms of design change when realized by software. Below, the case where a control apparatus is implement | achieved as software is demonstrated. Note that a recording medium on which such a program is recorded is also an embodiment of the present invention.

  With reference to FIG. 5, a control structure of a program executed by ECU 400 which is the control device according to the present embodiment will be described. Note that this program is repeatedly executed at a predetermined cycle time.

  In step (hereinafter step is abbreviated as S) 100, ECU 400 detects vehicle speed V from vehicle speed sensor 50, accelerator opening ACC from accelerator opening sensor 58, and engine speed NE from engine speed sensor 66. To do. In S102, ECU 400 detects the travel environment information from travel environment sensor 80.

  In S104, ECU 400 calculates required characteristic index A based on vehicle speed V, accelerator opening ACC, and travel environment information. For example, when the accelerator opening degree ACC or the time change amount of the accelerator opening degree ACC is large, the ECU 400 is when the vehicle speed V or the time change amount (acceleration) of the vehicle speed V is large, or when the climbing slope of the traveling road is steep. The required characteristic index A is calculated to be larger on the assumption that the driver places importance on outputting sportiness or greater torque and power than silence and fuel consumption efficiency. Conversely, if the road is a winding road, if the driving position is in a city, or if the driving position is in front of a curve, the driver will be quieter than outputting sporty or large torque or power. Further, assuming that fuel consumption efficiency is important, the required characteristic index A is calculated to be smaller. The method for calculating the required characteristic index A is not limited to this. In the present embodiment, the required characteristic index A is described as a value that changes continuously. However, the required characteristic index A may be a value that changes discretely, for example.

  In S106, ECU 400 calculates target engine speed region B based on required characteristic index A. For example, the ECU 400 specifies a lower limit engine speed and an upper limit engine speed for the required characteristic index A based on a map having the required characteristic index A as a parameter as shown in FIG. A region up to the engine speed is calculated as a target engine speed region B. In the map shown in FIG. 6, the lower limit engine speed and the upper limit engine speed are set higher (that is, the target engine speed area B is higher) as the required characteristic index A is higher. Further, the target is higher than the maximum torque rotational speed (engine rotational speed at which the output torque of the engine 100 is maximum) NE (T) or the maximum power rotational speed (rotational speed at which the output power of the engine 100 is maximum) NE (P). The engine speed region B is limited to be low. Note that the driver may be able to select, for example, which of the maximum engine speed NE (T) and the maximum power engine speed NE (P) is to limit the target engine speed region B.

  In S108, ECU 400 estimates the vehicle speed after the shift. For example, ECU 400 estimates the vehicle speed after the shift as (current vehicle speed V) + (vehicle acceleration) × (predetermined shift time). The vehicle acceleration is calculated from the time change amount of the vehicle speed V. The predetermined shift time is stored in advance in a ROM or the like in the ECU 400.

  In S110, ECU 400 estimates the output shaft rotational speed of automatic transmission 200 after the shift. For example, ECU 400 estimates the output shaft rotational speed of automatic transmission 200 after the shift as (vehicle speed after shift) / (circumferential dimension of drive wheel 12) × (difference ratio of differential gear 14). Note that the method of estimating the output shaft speed after the shift is not limited to this. For example, ECU 400 calculates a time change amount of output shaft rotation speed NOUT detected by output shaft rotation speed sensor 72, and calculates an output shaft rotation speed of automatic transmission 200 after a shift (time change of output shaft rotation speed NOUT). (Amount) × (predetermined shift time).

  In S112, ECU 400 causes estimated engine speed NE (N) (NE (1), NE () when shifting to each gear stage (N-speed stage, N = 1, 2, 3, 4, 5, 6). 2), NE (3), NE (4), NE (5), NE (6)). The ECU 400 estimates NE (N) as (output shaft rotational speed of the automatic transmission 200 after the shift) × (N speed gear ratio).

  In S114, ECU 400 determines whether or not estimated engine speed NE (N) corresponding to the current gear stage is no longer included in target engine speed region B. If it is determined that it is no longer included in target engine speed region B (YES in S114), the process proceeds to S116. Otherwise (NO in S114), this process ends.

  In S116, ECU 400 has a gear change command to a gear stage corresponding to estimated engine speed NE (N) included in target engine speed range B and having the closest gear ratio to the current gear stage. Is output to the automatic transmission 200.

  The operation of automatic transmission 200 controlled by ECU 400 that is the control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  It is assumed that the driver depresses the accelerator pedal 56 and the accelerator opening ACC increases at a subsequent time t (2) from a state where the vehicle is traveling at a constant speed at the fourth gear at time t (1). To do. In the following description, the required characteristic index A at time t (1) is described as A (t1), and the required characteristic index A at time t (2) is described as A (t2).

  The required characteristic index A (t2) at time t (2) is calculated based on the vehicle speed V, the accelerator opening ACC, and the travel environment information (S100, S102, S104). At this time, as shown in FIG. 7, it is determined that the accelerator opening degree ACC is increasing at time t (2) and the driver attaches importance to sportiness, and the required characteristic index A is A (t1). Increases from A to A (t2). Accordingly, the target engine speed region B (t2) at time t (2) is calculated to be higher than the target engine speed region B (t1) at time t (1) (S106). In FIG. 7, since the upper limit engine speed corresponding to A (t2) exceeds the maximum torque speed NE (T), the target engine speed region B (t2) is set to A (t2). It is calculated as a region from the corresponding lower limit engine speed to NE (T).

  Estimated engine speed NE (N) when shifting to each gear stage, that is, NE (1), NE (2), NE (3), NE (4), NE (5), and NE (6), It is accurately estimated in consideration of the shift time (S108, S110, S112). As shown in FIG. 7, since the estimated engine speed NE (4) for the fourth gear, which is the current gear stage, is not included in the target engine speed region B (t2) (YES in S114), the engine speed NE is downshifted to the third gear so that NE becomes estimated engine speed NE (3) included in target engine speed region B (t2) (S116).

  Thus, according to the increase in the accelerator opening ACC, it is determined that the driver places importance on sportiness, and the required characteristic index A is increased. According to the increased required characteristic index A, the target engine speed region B is calculated to be a high region, and the engine speed NE is downshifted from the fourth speed to the third speed so that the target engine speed region B is in accordance with the target engine speed region B. Is done. Therefore, the engine speed after the shift can be controlled to a value that can realize the travel characteristics required by the driver. As a result, the traveling requested by the driver can be performed.

  Further, the target engine speed region B is limited by the maximum torque speed NE (T) and the maximum power speed NE (P). Therefore, it is possible to suppress the engine speed after shifting to a high value that is not necessary for realizing the driving characteristics required by the driver.

  Further, automatic transmission 200 is a stepped transmission, and the gear ratio cannot be set to be infinite, and the gear ratio is predetermined for each gear stage. Therefore, based on the required characteristic index A, the target engine speed region B is set instead of the target engine speed itself (S106). The speed is changed to the gear (third speed) corresponding to the estimated engine speed NE (N) included in the target engine speed region B (S116). Thereby, in the stepped transmission, the engine speed after the shift can be set to a value included in a region where the driving characteristics required by the driver can be realized.

  Further, one required characteristic index A is calculated based on the driver's will and driving environment, and the transmission gear stage is determined based on the calculated required characteristic index A. That is, it is not necessary to store a plurality of shift line maps in advance when determining the shift gear according to the driver's will and driving environment. Therefore, the ROM capacity of ECU 400 can be reduced.

  As described above, according to the control device according to the present embodiment, the required characteristic index A is calculated based on the driver's will and the driving environment, and the target engine speed region B is calculated based on the required characteristic index A. Calculated. The automatic transmission is controlled such that the engine speed NE is in the target engine speed region B. Therefore, it is possible to accurately control the engine speed after the shift to a value that can realize the travel characteristics required by the driver. As a result, the driving characteristics required by the driver can be realized.

<Second Embodiment>
A control device according to the present embodiment will be described with reference to FIGS. Compared with the configuration of vehicle 10 according to the first embodiment described above, vehicle 1010 equipped with the control device according to the present embodiment has automatic transmission 200, ECU 400, input shaft rotational speed sensor 70, and output shaft. Instead of the rotational speed sensor 72, an automatic transmission 1200, an ECU 1400, an input shaft rotational speed sensor 1070, and an output shaft rotational speed sensor 1072 are different. Other configurations are the same as the configuration of the vehicle 10 according to the first embodiment described above. The same reference numerals are assigned to the same components. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  With reference to FIG. 8, a vehicle 1010 equipped with a control device according to an embodiment of the present invention will be described.

  Automatic transmission 1200 is a belt-type continuously variable transmission (CVT). The automatic transmission 1200 is not limited to the belt type. Automatic transmission 1200 includes a pulley unit 1300 and a hydraulic circuit 1220.

  The pulley unit 1300 includes an input-side primary pulley 1310, an output-side secondary pulley 1320, and a metal belt 1330 wound around the primary pulley 1310 and the secondary pulley 1320.

  Primary pulley 1310 includes a fixed sheave fixed to the primary shaft and a movable sheave supported on the primary shaft so as to be slidable only. Secondary pulley 1320 includes a fixed sheave fixed to the secondary shaft and a movable sheave supported on the secondary shaft so as to be slidable only.

  The hydraulic circuit 1220 slides the movable sheave of the primary pulley 1310 (or the secondary pulley 1320) in accordance with a shift command from the ECU 1400 to change the groove width of the pulley, and changes the winding radius of the belt 1330. Thereby, a desired gear ratio is formed in a stepless manner.

  The ECU 1400 is connected to an input shaft rotational speed sensor 1070 and an output shaft rotational speed sensor 1072 with a harness or the like interposed therebetween.

  Input shaft rotational speed sensor 1070 detects the input shaft rotational speed of automatic transmission 1200 (that is, the rotational speed of primary pulley 1310), and transmits a signal representing the detection result to ECU 1400.

  Output shaft rotational speed sensor 1072 detects the output shaft rotational speed of automatic transmission 1200 (that is, the rotational speed of secondary pulley 1320), and transmits a signal representing the detection result to ECU 1400.

  With reference to FIG. 9, a control structure of a program executed by ECU 1400 constituting the control device according to the present embodiment will be described. In the flowchart shown in FIG. 9, the same steps as those in the flowchart shown in FIG. 5 are given the same step numbers. The processing is the same for them. Therefore, detailed description thereof will not be repeated here.

  In S200, ECU 1400 calculates a target engine speed based on required characteristic index A. For example, ECU 1400 calculates the target engine speed based on a map having required characteristic index A as a parameter as shown in FIG. In the map shown in FIG. 10, the target engine speed is set to be higher as the required characteristic index A is higher. Further, the target engine speed is limited to be lower than the maximum torque speed NE (T) or the maximum power speed NE (P). Note that the driver may be able to select, for example, whether NE (T) or NE (P) limits the target engine speed.

  In S202, ECU 1400 calculates a target gear ratio based on the target engine speed and the output shaft speed of automatic transmission 200 after the shift. ECU 1400 calculates the target gear ratio as (target engine speed) / (output shaft speed of automatic transmission 1200 after the shift).

  In S204, ECU 1400 outputs a shift command corresponding to the target gear ratio to automatic transmission 1200.

  As described above, automatic transmission 1200 according to the present embodiment is a continuously variable transmission, and the gear ratio can be set continuously. Therefore, the target engine speed is directly calculated based on the required characteristic index A (S200), the target speed ratio is calculated so that the engine speed after the shift becomes the target engine speed (S202), and the target speed ratio and Thus, the automatic transmission 1200 is controlled (S204). Thus, in the continuously variable transmission, the engine speed after the shift can be controlled to a value that can realize the travel characteristics required by the driver. For this reason, as in the first embodiment, it is possible to travel as required by the driver.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the vehicle by which the control apparatus which concerns on the 1st Embodiment of this invention is mounted. It is a skeleton figure which shows the gear train in the automatic transmission which concerns on the 1st Embodiment of this invention. It is a figure which shows the operation | movement table | surface of the automatic transmission which concerns on the 1st Embodiment of this invention. It is a functional block diagram of a control device concerning a 1st embodiment of the present invention. It is a flowchart which shows the control structure of ECU which comprises the control apparatus which concerns on the 1st Embodiment of this invention. It is a figure which shows the relationship between the required characteristic parameter | index A and the target engine speed area | region B. FIG. It is a figure which shows the speed change operation | movement of the automatic transmission which concerns on the 1st Embodiment of this invention. It is a figure which shows the structure of the vehicle by which the control apparatus which concerns on the 2nd Embodiment of this invention is mounted. It is a flowchart which shows the control structure of ECU which comprises the control apparatus which concerns on the 2nd Embodiment of this invention. It is a figure which shows the relationship between the required characteristic parameter | index A and a target engine speed.

Explanation of symbols

  10, 1010 Vehicle, 12 drive wheels, 14 differential gear, 16 drive shaft, 50 vehicle speed sensor, 52 shift lever, 54 position switch, 56 accelerator pedal, 58 accelerator opening sensor, 60 brake pedal, 62 stroke sensor, 64 throttle open Degree sensor, 66 engine speed sensor, 70, 1070 input shaft speed sensor, 72, 1072 output shaft speed sensor, 80 driving environment sensor, 100 engine, 114 electronic throttle valve, 200, 1200 automatic transmission, 210 torque converter, 212 input shaft, 214 output shaft, 220, 1220 hydraulic circuit, 300 planetary gear unit, 310 first set, 312P pinion gear, 320 second set, 32 P Short pinion gear, 324P Long pinion gear, 330 Output gear, 340 Gear case, 342A B1 brake, 342B B2 brake, 342C B3 brake, 342A B4 brake, 344A C1 clutch, 344B C2 clutch, 346 One-way clutch F, 400, 1400 ECU, 410 Required characteristic index calculation unit, 420 Target engine speed calculation unit, 430 Shift command unit, 1300 Pulley unit, 1310 Primary pulley, 1320 Secondary pulley, 1330 Belt.

Claims (16)

A control device for an automatic transmission mounted on a vehicle equipped with an engine,
A calculation means for calculating an index relating to a driving characteristic requested by the driver based on the state of the vehicle;
Setting means for setting one of the target value and target region of the engine speed based on the index;
And a control unit for controlling the automatic transmission so that the engine speed becomes one of the target value and the engine speed included in the target region.   In the calculation means, the target value or the target region is higher than that in the case where it is estimated that the driver places importance on sportiness rather than quietness and fuel consumption efficiency. The control device according to claim 1, comprising means for calculating the index to be set.   The calculation means calculates the index based on at least one of the degree of acceleration requested by the driver, the degree of change in the degree of acceleration, the speed of the vehicle, the acceleration of the vehicle, and the traveling environment of the vehicle. The control device according to claim 1, comprising means for calculating.   The setting means is means for setting either the target value or the target region to be lower than either the rotational speed at which the engine output torque is maximum and the rotational speed at which the engine output power is maximum. The control apparatus in any one of Claims 1-3 containing these. The automatic transmission is a stepped transmission having a plurality of shift stages,
The setting means includes means for setting the target area,
The controller is
Means for detecting a value relating to the output shaft speed of the automatic transmission;
And an estimation means for estimating the engine speed after the shift for each of the plurality of shift speeds based on at least the value relating to the output shaft speed and the gear ratio of each shift speed,
The control means includes means for controlling the automatic transmission such that the estimated engine speed after the shift is shifted to a shift stage included in the target region. The control apparatus in any one of. The estimation means includes
Means for estimating the output shaft rotational speed after the shift based on a time change amount of the value related to the output shaft rotational speed and a predetermined shift time in addition to the value related to the output shaft rotational speed;
6. The control device according to claim 5, further comprising means for estimating an engine speed after each shift based on the estimated output shaft speed and a gear ratio of each gear. The automatic transmission is a continuously variable transmission,
The setting means includes means for setting the target value,
The control device further includes means for detecting a value related to the output shaft rotational speed of the automatic transmission,
The control means includes
Means for calculating a target gear ratio based on the target value and a value relating to the output shaft rotational speed;
The control device according to any one of claims 1 to 4, further comprising means for controlling the automatic transmission so as to be shifted to the target speed ratio. A method for controlling an automatic transmission mounted on a vehicle equipped with an engine,
A calculation step of calculating an index relating to a driving characteristic requested by the driver based on the state of the vehicle;
A setting step for setting one of a target value and a target area of the engine speed based on the index;
And a control step of controlling the automatic transmission so that the engine speed is in the target value or the engine speed is included in the target region.   In the calculation step, either the target value or the target region is higher than the case where it is not estimated when the driver estimates that sportiness is more important than quietness and fuel consumption efficiency. The control method according to claim 8, comprising calculating the index so as to be set.   The calculating step calculates the index based on at least one of the degree of acceleration requested by the driver, the degree of change in the degree of acceleration, the speed of the vehicle, the acceleration of the vehicle, and the driving environment of the vehicle. The control method according to claim 8, comprising a calculating step.   The setting step includes a step of setting any one of the target value and the target region to be lower than either the rotation speed at which the output torque of the engine is maximum and the rotation speed at which the output power of the engine is maximum. The control method according to claim 8. The automatic transmission is a stepped transmission having a plurality of shift stages,
The setting step includes a step of setting the target area,
The control method is:
Detecting a value relating to an output shaft speed of the automatic transmission;
An estimation step of estimating the engine speed after the shift for each of the plurality of shift stages based on at least the value relating to the output shaft rotation speed and the gear ratio of each shift stage;
The control step includes a step of controlling the automatic transmission so that the estimated engine speed after the shift is shifted to a shift stage included in the target region. A control method according to the above. The estimation step includes
Estimating the output shaft rotational speed after the shift based on a time change amount of the value related to the output shaft rotational speed and a predetermined shift time in addition to the value related to the output shaft rotational speed;
The control method according to claim 12, further comprising a step of estimating an engine speed after each shift based on the estimated output shaft speed and a gear ratio of each gear. The automatic transmission is a continuously variable transmission,
The setting step includes a step of setting the target value,
The control method further includes a step of detecting a value related to the output shaft rotation speed of the automatic transmission,
The control step includes
Calculating a target gear ratio based on the target value and a value related to the output shaft rotational speed;
The control method according to claim 8, further comprising a step of controlling the automatic transmission so that the speed is changed to the target speed ratio.   The program for making a computer perform the control method in any one of Claims 8-14.   The recording medium which recorded the program for making a computer perform the control method in any one of Claims 8-14 so that computer reading was possible.

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