JP2010266045A - Controller for transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a transmission, capable of restraining unintended deceleration contradictory to a request of a driver from being generated in accompaniment to shift-down by a jumping shift change. <P>SOLUTION: This electronic controller 100 conducts the jumping shift change for switching a shifting position by one shifting position switching operation, up to the shifting position selected when the shift lever 81 or a steering shift switch 91 is continuously operated a plurality of times. The electronic controller 100 estimates whether an internal combustion engine 10 is brought into a driven state by a driving force in a driving wheel side in accompaniment to execution of the jumping shift change or not, in advance to the execution of the jumping shift change, when the shift-down by the jumping shift change is requested under the condition where an acceleration pedal 60 is actuated. The electronic controller 100 prohibits the shifting position switching operation to the selected shifting position and a shifting position having a change gear ratio higher than that of the shifting position, when estimating the state where the internal combustion engine 10 is driven by the driving force in the driving wheel side in accompaniment to the execution of the jumping shift change. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a transmission control device, and more particularly, to a transmission control device that includes a shift-up switch and a shift-down switch and that can switch gear positions by operating these switches.

  As described in Patent Document 1, in a control device for a transmission mounted on a vehicle such as an automobile, in addition to an automatic transmission mode that automatically switches a gear stage based on a vehicle speed or an accelerator operation amount. Some have a manual shift mode in which a shift stage can be switched based on an operation of a shift-up switch or a shift-down switch by a driver.

  In such a manual shift mode, generally, when a shift up switch or a shift down switch is operated, the shift stage is switched one by one based on this. For example, when the shift stage is set to “5th speed” and the upshift switch is operated, the shift stage is switched from “5th speed” to “6th speed”. On the other hand, when the downshift switch is operated, the gear position is switched from “5-speed” to “4-speed”.

  By the way, in the case where the shift stage is switched one step at a time based on the operation of the switch as described above, for example, a shift down switch is used to switch the shift stage from “6-speed” to “3-speed”. The gear position is switched from “6th speed” to “5th speed”, “5th speed” to “4th speed”, and “4th speed” to “3rd speed” one by one when Three shift speed switching operations are executed. For this reason, the time until the gear position is changed to “3rd speed” becomes longer, and the speed change cannot be completed promptly, and the driving force is rapidly increased in a manner in accordance with the operation of the driver. It may not be possible to increase the engine brake action.

  On the other hand, when a shift up switch or a shift down switch is operated continuously, it is also possible to perform a so-called interlaced shift in which the shift stage is changed at a time to the finally selected shift stage.

  When performing such interlaced shifting, for example, when the shift stage is set to “6-speed”, shifting to “5-speed” and “4-speed” when the downshift switch is operated three times in succession. The gear position is switched directly from “6th speed” to “3rd speed” without changing the speed. For this reason, it is possible to complete the switching of the shift speed with a single shift speed switching operation, and it is possible to reduce the time required for the shift speed switching.

JP 2008-169916 A

  However, when the interlaced shift as described above is performed, the gear ratio greatly changes during one shift stage switching operation. For this reason, in the case of downshifting by jump-shifting with the accelerator pedal depressed, the engine speed cannot be increased sufficiently during the gear change operation, and the engine speed is set to the speed on the transmission side. You may not be able to synchronize with.

  For example, in a transmission having a planetary gear type gear stage switching mechanism that changes the gear stage while being connected to an internal combustion engine by switching the connection / disconnection state of a plurality of engagement elements, the upper stage of FIG. As shown in the figure, when the gear position is set to “6th speed”, the downshift switch is operated three times in succession and “3rd speed” is selected. A shift signal corresponding to “speed” is output. Then, based on the output of the shift signal corresponding to the “third speed”, the gear position switching operation is executed in the transmission, and the engagement elements constituting the “6-speed” gear position in the transmission are released. At the same time, the engagement of the engagement elements constituting the “third speed” gear stage is started. When the engagement of the engaging elements constituting the “third speed” gear stage is completed at time t12, the gear stage switching operation is completed.

  From the start of disengagement of the engagement elements constituting the “6-speed” gear stage until the engagement of the engagement elements constituting the newly selected “3-speed” gear stage is completed. During the speed change operation (shift period T in FIG. 15), the load applied to the internal combustion engine is reduced. Therefore, in the case of a downshift accompanying an acceleration request, such as a downshift with the accelerator pedal depressed, the engine speed gradually increases during the shift period T, and accordingly the output shaft of the internal combustion engine The rotational speed of the turbine, which is the rotational speed of the input shaft of the transmission connected to, gradually increases.

  On the other hand, with the change of the gear ratio by the gear change operation, the turbine rotation speed corresponds to the synchronous rotation speed of “sixth speed” indicated by a broken line at the center of FIG. The speed changes at a stretch from the speed to the rotational speed corresponding to the synchronous rotational speed of “3rd speed”.

  Therefore, depending on the degree of increase in the turbine rotational speed during the shift speed switching operation, the shift speed switching operation is completed before the turbine rotational speed rises to the synchronous rotational speed. The internal combustion engine is driven by the driving force, and the turbine rotational speed is increased as shown in FIG. As a result, a negative torque is generated by the load at this time as shown in the lower part of FIG. 15, and the vehicle may be decelerated even though the downshift switch is operated for acceleration. .

  Such a problem is not limited to a transmission provided with a planetary gear type gear change mechanism that changes the gear position while being connected to the internal combustion engine as described above, but between the gear change mechanism and the internal combustion engine. This can occur in the same way even in a transmission that includes a clutch that connects and disconnects transmission of the driving force and switches the gear stage while the clutch is released.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to control a transmission that can suppress unintentional deceleration that occurs contrary to the driver's request due to downshifting due to interlaced shifting. To provide an apparatus.

In the following, means for achieving the above object and its effects are described.
The invention according to claim 1 includes a manual shift mode in which a shift stage can be selected by operating a shift-up switch and a shift-down switch, and the shift-up switch or the shift-down switch is continuously operated a plurality of times. In a control device for a transmission that performs an interlaced shift that switches gears by a single gear shift operation until the gear that is finally selected when operated, the shift down switch is continuously operated with the accelerator pedal depressed. Driving state estimation for estimating whether or not the internal combustion engine is driven by the driving force on the driving wheel side when the interlaced shift is executed prior to the execution of the interlaced shift And a driving force on the driving wheel side according to the execution of the interlaced shift by the driving state estimating means. The gist of the invention is that when the internal combustion engine is estimated to be in a state of being driven, the shift stage switching operation to the selected shift stage and a shift stage having a gear ratio larger than the selected shift stage is prohibited. .

  In the above configuration, when the downshift switch is operated a plurality of times continuously with the accelerator pedal depressed, that is, when a downshift is requested by an interlaced shift with an acceleration request, the interlaced shift is executed. Prior to this, it is estimated whether or not the internal combustion engine is driven by the driving force on the driving wheel side when the interlaced shift is executed. When it is estimated that the internal combustion engine is driven by the driving force on the driving wheel side as the interlaced shift is executed, the selected shift speed and a shift speed with a larger gear ratio than the same speed are set. Shift speed change operation is prohibited. For this reason, jumping gear shifting to a gear stage with a large gear ratio that prohibits the internal combustion engine from being driven is prohibited. Accordingly, it is possible to prevent the engine rotational speed from being increased by the driving force on the driving wheel side when the speed change operation is completed, and to reduce the speed of the vehicle as the speed change operation is completed. It becomes possible to suppress. That is, according to the structure of the said Claim 1, it becomes possible to suppress that the unintended deceleration contrary to a driver | operator's request | requirement arises with the downshift by jumping speed change.

  According to a second aspect of the present invention, in the transmission control device according to the first aspect, the transmission shifts in a state where the transmission is connected to the internal combustion engine by switching connection / disconnection states of a plurality of engagement elements. A planetary gear type gear stage switching mechanism for switching gears, wherein the drive state estimating means is selected based on an output shaft rotation speed of the transmission and a gear ratio of the selected gear stage. The input shaft rotation speed of the transmission when the gear position is switched to a different gear position is calculated as a first estimated value, and the input shaft of the transmission that is undergoing the gear position switching operation based on the depression amount of the accelerator pedal When the rotational speed is calculated as the second estimated value, and the first estimated value is larger than the second estimated value, the internal combustion engine is driven by the driving force on the driving wheel side when the interlaced shift is executed. Nina To estimate the as its gist.

  In a transmission having a planetary gear type gear stage switching mechanism that switches a gear stage while being connected to an internal combustion engine by switching the connection / disconnection state of a plurality of engagement elements, Engagement of the engaging elements constituting the gear stage selected up to is released, and the engaging elements constituting the newly selected gear stage are engaged.

  At this time, while the engagement of the engagement element in the transmission is released, the load on the internal combustion engine is reduced. Therefore, the engine speed is changed during the shift stage switching operation when the accelerator pedal is depressed. As a result, the rotational speed of the input shaft of the transmission connected to the output shaft of the internal combustion engine increases. The degree of increase in the engine rotation speed and the input shaft rotation speed of the transmission at this time changes according to the depression amount of the accelerator pedal, and the engine rotation speed and the input shaft rotation speed increase as the depression amount of the accelerator pedal increases. Increases significantly. Therefore, as described in claim 2 above, the input shaft rotation speed during the gear shift operation can be estimated in advance prior to the execution of the gear shift operation based on the depression amount of the accelerator pedal.

  The first estimated value calculated based on the output shaft rotational speed of the transmission and the gear ratio of the newly selected gear is calculated based on the accelerator pedal depression amount as described above. If it is larger than the second estimated value that is the estimated value of the input shaft rotational speed during the switching operation, the engine rotational speed when the engagement element constituting the newly selected shift speed is engaged is changed. It is predicted that the input shaft rotation speed will increase due to the change in the ratio.

  Therefore, when the first estimated value is larger than the second estimated value as described in claim 2 above, the internal combustion engine is driven by the driving force on the driving wheel side with the execution of the jump shift based on this. It can be estimated that it will be in a state.

  According to a fifth aspect of the present invention, there is provided the transmission control device according to the first aspect, wherein the transmission is connected to the internal combustion engine by switching connection / disconnection states of a plurality of engagement elements. A planetary gear type gear stage switching mechanism for switching between, and the drive state estimating means when the gear stage is switched based on the output shaft rotation speed of the transmission and the gear ratio of each gear stage. The input shaft rotation speed of the transmission is calculated for each shift speed as a first estimated value, and the input shaft rotation speed of the transmission during a gear shift switching operation is calculated based on the amount of depression of the accelerator pedal as a second estimated value. And the first estimated value and the second estimated value calculated for each gear stage are respectively compared, and among the gear speeds where the first estimated value is less than or equal to the second estimated value, the gear ratio is Shift down the largest gear Set as the lower limit value, and when the selected gear stage is a gear stage having a larger gear ratio than the gear stage set as the lower limit value of the downshift, the driving force on the drive wheel side when the interlaced gear shift is executed. The gist of the present invention is to estimate that the internal combustion engine is driven.

  When the selected gear stage is a gear stage having a larger gear ratio than the gear stage set as the shift-down lower limit value, the first estimated value corresponding to the selected gear stage is based on this. 2 is estimated to be larger than the estimated value. Therefore, in this case, as in the invention described in claim 2 above, the engine rotational speed when the engagement element constituting the newly selected gear stage is engaged is increased by the change in the gear ratio. Expected to be less than the input shaft rotation speed.

  That is, when the selected gear stage is a gear stage having a larger gear ratio than the gear stage set as the shift-down lower limit value, the interlaced shift is executed based on the selected gear stage. Accordingly, it can be estimated that the internal combustion engine is driven by the driving force on the driving wheel side.

  According to a third aspect of the present invention, in the transmission control device according to the first aspect, the transmission includes a shift speed switching mechanism that switches a shift speed, and between the shift speed switching mechanism and the internal combustion engine. And a clutch for connecting / disconnecting transmission of driving force, and the transmission state is switched while the clutch is disengaged, and the driving state estimating means is configured to select the output shaft rotational speed of the transmission and the selected Based on the gear ratio of the gear position, the input shaft rotation speed of the transmission when the gear position is switched to the selected gear position is calculated as a first estimated value, and based on the depression amount of the accelerator pedal The engine rotation speed immediately before the clutch is engaged is calculated as a second estimated value in accordance with the shift speed switching operation, and when the first estimated value is larger than the second estimated value, the jumping shift is executed. Drive with To estimate that a state where the internal combustion engine by the driving force of the side is driven to its gist.

  A transmission comprising: a shift speed switching mechanism that switches a shift speed; and a clutch that connects and disconnects transmission of driving force between the shift speed switching mechanism and the internal combustion engine, and switches the shift speed while the clutch is released. In this case, the clutch is once released in accordance with the shift speed switching operation, and the shift speed is switched to the newly selected shift speed during that time.

  At this time, since the load on the internal combustion engine is reduced while the clutch is released, the engine speed increases during the shift speed switching operation in a state where the accelerator pedal is depressed. The degree of increase in the engine speed at this time changes according to the amount of depression of the accelerator pedal, and the engine rotation speed increases significantly as the amount of depression of the accelerator pedal increases. Therefore, as described in claim 3 above, the engine speed immediately before the clutch is engaged in accordance with the shift speed switching operation is determined prior to the execution of the shift speed switching operation based on the depression amount of the accelerator pedal. It can be estimated in advance.

  Then, the first estimated value calculated based on the output shaft rotational speed of the transmission and the gear ratio of the newly selected gear stage is the clutch calculated based on the depression amount of the accelerator pedal as described above. If the second estimated value, which is the estimated value of the engine rotational speed immediately before being engaged, is larger than the second estimated value, the engine rotational speed when the clutch is engaged is increased with the change in the gear ratio. Expected to be less than speed.

  Therefore, when the first estimated value is larger than the second estimated value as described in the third aspect, the internal combustion engine is driven by the driving force on the driving wheel side when the interlaced shift is executed based on the first estimated value. It can be estimated that it will be in a state.

  According to a sixth aspect of the present invention, in the transmission control device according to the first aspect, the transmission includes a shift speed switching mechanism that switches a shift speed, and between the shift speed switching mechanism and the internal combustion engine. And a clutch for connecting / disconnecting transmission of the driving force, and the transmission state is switched while the clutch is released. The input shaft rotational speed of the transmission when the gear position is switched based on the gear ratio is calculated as a first estimated value for each gear position, and the gear speed switching operation is performed based on the depression amount of the accelerator pedal. The engine speed immediately before the clutch is engaged is calculated as a second estimated value, and the first estimated value calculated for each gear stage is compared with the second estimated value, respectively. Is less than or equal to the second estimated value Among the shift speeds, the shift speed having the largest speed ratio is set as the shift-down lower limit value, and the selected shift speed is a shift speed with a higher speed ratio than the shift speed set as the shift-down lower limit value. Sometimes, the gist is to estimate that the internal combustion engine is driven by the driving force on the driving wheel side when the interlaced shift is executed.

  If the selected gear is a gear having a gear ratio larger than the gear set as the shift-down lower limit value as described above, the first gear corresponding to the selected gear is based on this. It is estimated that one estimated value is larger than the second estimated value. Therefore, in this case, as in the third aspect of the invention described above, it is predicted that the engine rotational speed when the clutch is engaged will be less than the input shaft rotational speed that increases with a change in the gear ratio. Is done.

  In other words, when the selected gear stage is a gear stage having a gear ratio larger than the gear stage set as the shift-down lower limit value, the interlaced shift is performed based on this. It can be estimated that the internal combustion engine is driven by the driving force on the driving wheel side when the above is executed.

  According to a fourth aspect of the present invention, in the transmission control device according to the second or third aspect, prior to execution of the shift speed switching operation, the output shaft rotational speed of the transmission and the gear ratio of each shift speed. The input shaft rotational speed estimating means for calculating the input shaft rotational speed of the transmission for each gear stage when the gear speed is changed based on the input, and the input estimated for each gear stage by the input shaft rotational speed estimating means Of the shift stages in which the estimated value of the input shaft rotational speed estimated by the input shaft rotational speed estimation means is compared with the estimated value of the rotational speed of the shaft and the second estimated value, respectively, and becomes less than or equal to the second estimated value, Shift down lower limit value setting means for setting a shift stage having the largest speed ratio as a shift down lower limit value, and when the first estimated value is larger than the second estimated value, set as the shift down lower limit value Shifting While switching the shift speed, the first estimate is in the following cases: the second estimate, as its gist to switch the shift speed to the selected gear.

  In order to execute the shift stage switching operation in accordance with the driver's acceleration request while suppressing the occurrence of unintended deceleration contrary to the driver's request accompanying the downshift due to the jumping shift 4, the input shaft rotational speed estimating means for calculating the input shaft rotational speed of the transmission for each shift stage when the shift stage is changed, and the input shaft rotational speed estimated for each shift stage. It is desirable to provide shift down lower limit setting means for setting the shift down lower limit by comparing the estimated value with the second estimated value.

  When it is estimated that the internal combustion engine is driven by the driving force on the driving wheel side when the interlaced shift is executed based on the fact that the first estimated value is larger than the second estimated value, a downshift is performed. While shifting the gear stage to the gear stage set as the lower limit value, if the first estimated value is less than or equal to the second estimated value and the estimation is not made, the gear stage is switched to the selected gear stage. do it.

  If such a configuration is adopted, when it is estimated by the driving state estimating means that the internal combustion engine is driven by the driving force on the driving wheel side when the interlaced shift is executed, the shift state can be changed. The gear position can be switched to the gear position having the closest gear ratio to the gear position selected in (1). For this reason, it is possible to execute a gear position switching operation in accordance with the driver's acceleration request while suppressing an unintended deceleration contrary to the driver's request accompanying a shift down due to the jump shift. Become.

  According to a seventh aspect of the present invention, in the transmission control device according to the fifth or sixth aspect, the selected gear stage has a gear ratio that is greater than a gear stage set as the shift-down lower limit value. In the case of a large shift stage, the shift stage is switched to the shift stage set as the shift-down lower limit value, while the selected shift stage shifts more than the shift stage set as the shift-down lower limit value. If the shift speed is the same as the shift speed having a small ratio or the shift speed set as the shift-down lower limit, the gist is to switch the shift speed to the selected speed.

  In the same manner as in the fourth aspect, after suppressing the unintended deceleration contrary to the driver's request due to the shift down due to the jumping shift, the gear position switching operation in accordance with the driver's acceleration request is performed. In order to execute, as described in claim 7, when the selected shift stage is a shift stage having a gear ratio larger than the shift stage set as the shift-down lower limit value. The shift stage is switched to the shift stage set as the shift-down lower limit value, while the selected shift stage has a lower shift ratio or the shift than the shift stage set as the shift-down lower limit value. When the speed is the same as the speed set as the down lower limit value, it is desirable to switch the speed to the selected speed.

  By adopting such a configuration, it is possible to change the gear selected from among the switchable gears while prohibiting changing the gear to a gear having a larger gear ratio than the gear set as the shift down lower limit. The gear stage is switched to the gear stage having the closest gear ratio. For this reason, it is possible to execute a gear position switching operation in accordance with the driver's acceleration request while suppressing an unintended deceleration contrary to the driver's request accompanying a shift down due to the jump shift. Become.

  According to an eighth aspect of the present invention, in the transmission control apparatus according to the fourth aspect of the present invention, when the shift down switch is continuously operated a plurality of times while the accelerator pedal is depressed, the automatic transmission mode is set. Deriving a shift stage corresponding to the accelerator pedal depression amount and the vehicle speed immediately before executing the shift stage switching operation with reference to the shift map referred to in, the shift stage derived with reference to the shift map, and When the shift stage derived by referring to the shift map by comparing with the shift stage set as the shift down lower limit is a shift stage having a smaller speed ratio than the shift stage set as the shift down lower limit The gist of the present invention is to set the shift stage derived with reference to the shift map to the shift down lower limit value.

  In the automatic shift mode, refer to a shift map prepared in advance so that an appropriate shift stage can be selected based on the accelerator pedal depression amount and the vehicle speed, and the accelerator pedal depression amount and the vehicle speed are determined. Based on this, the gear position is automatically switched. As a result, the degree of acceleration request of the driver can be estimated based on the amount of depression of the accelerator pedal with respect to the current vehicle speed, and the gear position can be automatically switched in a manner corresponding to the degree of acceleration request. Yes.

  On the other hand, in the manual shift mode, the shift stage can be basically arbitrarily selected by operating the upshift switch and the downshift switch. For this reason, when a shift stage having a gear ratio larger than the shift stage selected in the automatic shift mode is selected at the time of downshift due to the interlaced shift in the manual shift mode, the driving force is reduced along with the change of the shift stage. It may become very large, and there is a risk of sudden start, rapid acceleration, or wheel slip.

  In addition, since the gears are switched at a time after the shift up switch or the shift down switch is continuously operated during the jump shift, the finally selected gear is operated in accordance with the driver's request. There is a case where the state does not necessarily coincide with the shift speed at which the state can be appropriately realized. In particular, at the time of downshifting due to interlaced shifting, there is a risk of sudden start, rapid acceleration, and wheel slip as described above.

  Therefore, in order to suppress the occurrence of such sudden start, sudden acceleration, wheel slip, etc., as in the invention described in claim 8, the shift stage derived with reference to the shift map and the shift down lower limit value And the shift map is referred to when the shift stage derived by referring to the shift map is a shift stage having a lower speed ratio than the shift stage set as the shift-down lower limit value. It is desirable to adopt a configuration in which the shift-down lower limit value is updated so that the shift speed derived in this way is made the shift-down lower limit value.

  By adopting such a configuration, it is possible to avoid shifting the gear position to a gear position having a larger gear ratio than the gear speed selected in the automatic gear shift mode in accordance with the shift down due to the interlaced gear shift. Therefore, it is possible to suppress unintentional deceleration contrary to the driver's request due to downshifting by jumping gear shifting, and to suppress sudden start, sudden acceleration, and wheel slip. Will be able to.

FIG. 1 is a schematic diagram showing a schematic configuration of an electronic control device according to a first embodiment of the present invention, and an internal combustion engine and an automatic transmission that are controlled objects thereof. The schematic diagram which shows the shift gate pattern of the floor shift apparatus concerning the embodiment. A shift map to be referred to when shifting down in the automatic shift mode. The flowchart which shows the flow of a series of processes of the control of the downshift by the jump transmission concerning the embodiment. The time chart which shows the relationship between the change of the turbine rotational speed at the time of downshift, and a 1st estimated value and a 2nd estimated value. The time chart which shows the change aspect of the turbine rotational speed at the time of performing the downshift by a jump shift through the control concerning the embodiment, and the change aspect of an output torque. The flowchart which shows the flow of a series of processes of control of the downshift by the interleaving shift concerning the example of a change of the embodiment. The flowchart which shows the flow of a series of processes of control of the downshift by the interleaving shift concerning the example of a change of the embodiment. The schematic diagram which shows schematic structure of the electronic control apparatus concerning 2nd Embodiment of this invention, the internal combustion engine which is the control object, and an automatic transmission. The flowchart which shows the flow of a series of processes of the control of the downshift by the jump transmission concerning the embodiment. The time chart which shows the relationship between the change of the engine speed at the time of downshift, and the 1st estimated value and the 2nd estimated value. The time chart which shows the change aspect of the engine speed at the time of performing the downshift by a jump shift through the control concerning the embodiment, and the change aspect of an output torque. The flowchart which shows the flow of a series of processes of control of the downshift by the interleaving shift concerning the example of a change of the embodiment. The flowchart which shows the flow of a series of processes of control of the downshift by the interleaving shift concerning the example of a change of the embodiment. The time chart which shows the change aspect of the turbine rotational speed at the time of performing the downshift by jump transmission through the conventional speed change control, and the change aspect of output torque.

(First embodiment)
1 to 6 for a first embodiment in which a transmission control device according to the present invention is embodied as an electronic control device that comprehensively controls an internal combustion engine and an automatic transmission mounted on a vehicle. To explain.

  As shown in FIG. 1, an intake passage 13 for introducing air into the combustion chamber is connected to the internal combustion engine 10 according to the present embodiment. The intake passage 13 is provided with a throttle valve 14 for adjusting the intake air amount GA. The throttle valve 14 is controlled by a motor 15 at a throttle opening TA which is the opening thereof.

  In the internal combustion engine 10, fuel corresponding to the amount of the intake air metered by the throttle valve 14 is injected from a fuel injection valve (not shown). Then, the air-fuel mixture is burned in the combustion chamber, whereby the crankshaft 12 that is the output shaft of the internal combustion engine 10 rotates and a driving force is obtained.

  The crankshaft 12 is connected to the input shaft 31 of the automatic transmission 30 via the torque converter 20. The output shaft 34 of the automatic transmission 30 is finally connected to the drive wheels of the vehicle through a differential gear or the like (not shown).

  The automatic transmission 30 includes a forward / backward switching mechanism 32 that switches the rotation direction of the output shaft 34 with respect to the rotation direction of the input shaft 31, and a planetary gear type that changes the gear position by switching the connection / disconnection state of a plurality of engagement elements. A gear position switching mechanism 33 is provided.

  The shift speed switching mechanism 33 includes four sets of multi-plate brakes and four sets of multi-plate clutches as engaging elements, and includes four sets of one-way clutches and three sets of gears including planetary gears. The gear position can be changed by switching the connection / disconnection state of each engagement element. In the automatic transmission 30, “1st speed”, “2nd speed”, “3rd speed”, “4th speed”, “5th speed”, “6th speed”, 6 speeds can be selected for forward travel. Two gear ratios are set, and different gear ratios are assigned to the respective gear speeds so that the gear ratios are sequentially reduced from “1st speed” to “6th speed”.

  As a result, the driving force of the internal combustion engine 10 is input to the automatic transmission 30 via the torque converter 20, and the rotation direction and the rotation speed are changed through the forward / reverse switching mechanism 32 and the shift speed switching mechanism 33 of the automatic transmission 30. And transmitted to the drive wheels.

The forward / reverse switching mechanism 32 and the gear position switching mechanism 33 are controlled by the electronic control unit 100 that controls each part of the vehicle.
The following sensors are connected to the electronic control device 100 as various sensors for detecting the state of each part of the vehicle. The accelerator position sensor 70 detects an accelerator operation amount ACCP that is a depression amount of the accelerator pedal 60 operated by the driver. A vehicle speed sensor 71 provided in the vicinity of the output shaft 34 of the automatic transmission 30 detects an output shaft rotation speed SP that is the rotation speed of the output shaft 34. A rotational speed sensor 72 provided in the vicinity of the input shaft 31 of the automatic transmission 30 detects a turbine rotational speed NT that is the rotational speed of the input shaft 31. A crank angle sensor 73 provided in the vicinity of the crankshaft 12 of the internal combustion engine 10 detects an engine rotational speed NE that is the rotational speed of the crankshaft 12. The throttle opening sensor 74 detects the throttle opening TA, and the air flow meter 75 detects the intake air amount GA that is the amount of air introduced into the internal combustion engine 10 through the intake passage 13.

  The electronic control device 100 reads the detection signals of these various sensors, performs various calculations to control the internal combustion engine 10, and executes shift control for changing the gear position of the automatic transmission 30. For example, the required torque is calculated based on the accelerator operation amount ACCP, the intake air amount GA is adjusted by driving the motor 15 and changing the throttle opening TA, and the intake air amount detected by the air flow meter 75. Based on the GA, the fuel injection amount and ignition timing in the internal combustion engine 10 are controlled to generate a torque corresponding to the required torque. Further, a shift signal is output to the automatic transmission 30 to switch the gear position in the automatic transmission 30.

  In the electronic control device 100 of the present embodiment, as a control mode of the shift control, an automatic shift mode that automatically switches the shift speed, and a manual shift mode that switches the shift speed to the shift speed selected by the driver, Is set. And in the vehicle concerning this embodiment, these automatic transmission modes and manual transmission modes can be switched arbitrarily.

  As shown in the lower part of FIG. 1, the electronic control device 100 is provided on a shift lever 81 of a floor shift device 80 provided on the driver's seat and on the steering wheel 90 as switching means for switching the control mode of the shift control. A steering shift switch 91 is connected.

  As shown in FIG. 1, the steering shift switch 91 includes a shift up paddle 91a provided on the right side of the steering wheel 90 as a shift up switch, and a shift down paddle 91b provided on the left side of the steering wheel 90 as a shift down switch. It is configured with. The steering shift switch 91 outputs a shift-up signal SHU to the electronic control unit 100 when the shift-up paddle 91a is operated, and electronically controls the shift-down signal SHD when the shift-down paddle 91b is operated. Output to the device 100.

  On the other hand, the floor shift device 80 includes a shift lever 81 and a shift gate 82 that guides the shift lever 81. As shown in FIG. 2, on the shift gate 82, as the operation position of the shift lever 81, parking (P), reverse (R), and neutral (N) positions are arranged in order from the top, and further for forward travel. Two positions of drive (D) and S mode (S) are arranged side by side as operation positions. Further, before and after the S mode position (S) of the shift gate 82, positions of upshift (+) and downshift (−) are arranged.

  In each of the shift-up (+) and shift-down (−) positions, when the driver releases his hand from the shift lever 81, that is, when the operation force applied to the shift lever 81 is released, the shift lever 81 is turned on by the spring. The repulsive force automatically moves to the S mode position (S).

Further, as indicated by a broken line in FIG. 2, the floor shift device 80 is provided with various switches as described below in order to detect the operation position of the shift lever 81.
The shift lever position switch SW1 has a shift lever 81 at any of the parking position (P), the reverse position (R), the neutral position (N), and the forward drive position (D) or the S mode position (S). Detects whether or not is operated and outputs a shift position signal.

  The selection mode detection switch SW2 detects the operation of the shift lever 81 from the drive position (D) to the S mode position (S) and the operation of the shift lever 81 from the S mode position (S) to the drive position (D). The selection mode signal is output.

The shift up switch SW3 detects an operation of the shift lever 81 from the S mode position (S) to the shift up position (+), and outputs a shift up signal SHU.
The shift down switch SW4 detects an operation of the shift lever 81 from the S mode position (S) to the shift down position (−), and outputs a shift down signal SHD.

  As shown in FIG. 1, the floor shift device 80 and the steering shift switch 91 are connected to the electronic control device 100, and signals output from the steering shift switch 91 and the floor shift device 80 are sent to the electronic control device 100. It is captured. Based on these signals, the electronic control unit 100 switches the control mode of the shift control between the automatic shift mode and the manual shift mode, and switches the shift stage.

  In the vehicle of this embodiment, basically, the control mode of the shift control is switched between the automatic shift mode and the manual shift mode based on the operation position of the shift lever 81. Specifically, when the shift lever 81 is operated to the drive position (D), the shift control is executed in the automatic shift mode. On the other hand, when the shift lever 81 is operated to the S mode position (S), the shift control is executed in the manual shift mode.

  Further, in the vehicle of the present embodiment, even when the shift lever 81 is operated to the drive position (D), the control mode is manually changed from the automatic transmission mode by operating the steering shift switch 91. It is possible to temporarily change to the shift mode. As a result, the driver can change the control mode to the manual transmission mode without releasing his hand from the steering wheel 90.

  In the automatic shift mode, the electronic control unit 100 automatically selects a shift stage based on the vehicle speed V calculated based on the output shaft rotation speed SP and the accelerator operation amount ACCP, and the selected shift A shift signal corresponding to the gear is output to the automatic transmission 30.

  Specifically, the shift stage is automatically switched based on the vehicle speed V and the accelerator operation amount ACCP with reference to a shift map prepared in advance as shown in FIG. In this shift map, a shift line for switching the shift speed based on the vehicle speed V and the accelerator operation amount ACCP is set for each shift speed. In the shift map, a shift-up shift line that is referred to when shifting up and a shift-down shift line that is referred to when shifting down are set. In FIG. 3, the shift reference that is referred to when shifting down is set. Only the downshift line is shown.

  For example, as indicated by a point P in FIG. 3, the accelerator operation amount ACCP is “ACCP1”, the vehicle speed V is “V1”, and “3rd speed” is selected as indicated by an arrow in FIG. When the accelerator operation amount ACCP increases to “ACCP2” (point Q in FIG. 5), “2nd speed” is selected as the new gear position. Based on this, a shift signal corresponding to “second gear” is output, and the gear position is automatically switched from “third gear” to “second gear”.

  As described above, in the automatic shift mode, an appropriate shift stage is selected based on the vehicle speed V and the accelerator operation amount ACCP, and the shift stage is automatically switched according to the driver's acceleration request. It has become.

  In the manual shift mode, the electronic control unit 100 selects a shift stage based on the shift-up signal SHU and the shift-down signal SHD, and outputs a shift signal corresponding to the selected shift stage to the automatic transmission 30. To do. Specifically, the electronic control unit 100 increases the shift stage by one step every time the upshift signal SHU is input once from the floor shift device 80 or the steering shift switch 91. Thereby, for example, when the shift stage is set to “3rd speed”, if the upshift signal SHU is input once, the shift stage is changed to “4th speed”. On the other hand, every time the downshift signal SHD is input, the electronic control unit 100 lowers the shift stage by one stage. Thereby, for example, when the shift speed is set to “3rd speed”, if the downshift signal SHD is input once, the shift speed is changed to “2nd speed”.

  In the electronic control device 100 of the present embodiment, the shift lever 81 or the steering shift switch 91 is continuously operated a plurality of times, and the shift-up signal SHU or the shift-down signal SHD is continuously output a plurality of times. Sometimes, a so-called interlaced shift is performed in which the shift speed is changed at once to the finally selected shift speed.

  For example, when the shift stage is set to “6th speed” and the downshift paddle 91b is operated three times in succession, the shift to “5th speed” and “4th speed” is not performed and “6th speed” is performed. The gear position is changed directly from “3” to “3rd speed”. For this reason, it is possible to complete the switching of the shift speed with a single shift speed switching operation, and it is possible to reduce the time required for the shift speed switching.

  By the way, when such an interlaced shift is performed, the gear ratio greatly changes during one shift stage switching operation. Therefore, at the time of a jump shift accompanying an acceleration request, such as a shift down with the accelerator pedal 60 depressed, the engine speed NE cannot be sufficiently increased during the gear change operation, and the gear shift There is a possibility that the engine rotational speed NE cannot be synchronized with the turbine rotational speed NT that changes with the stage change. As a result, the internal combustion engine 10 is driven by the driving force on the driving wheel side, that is, the driving force transmitted from the output shaft 34 side of the automatic transmission 30, and the engine rotational speed NE is increased. Then, the output shaft rotation speed SP is reduced by the load at this time, and the vehicle may be decelerated despite the shift lever 81 and the shift down paddle 91b being operated for acceleration.

  Therefore, in the electronic control device 100 according to the present embodiment, the shift-down lower limit value ng is set at the time of downshift by the jump shift with the accelerator pedal 60 depressed, and the switchable shift speed is limited. ing.

  Hereinafter, with reference to FIG. 4, the downshift control by the interlaced shift according to the present embodiment will be described. FIG. 4 is a flowchart showing a flow of a series of processes for control related to downshifting by interlaced shifting.

  This control is repeatedly executed at a predetermined control cycle by the electronic control device 100 when the control mode of the shift control is set to the manual shift mode. When this control is executed, as shown in FIG. 4, the electronic control unit 100 first determines in step S100 whether or not a downshift by a jumping shift is requested in a state where the accelerator pedal 60 is depressed.

  Here, it is determined that the accelerator pedal 60 is depressed based on the fact that the accelerator operation amount ACCP is equal to or greater than “0”, and the interlaced shifting is performed based on the fact that the downshift signal SHD is continuously input a plurality of times. It is determined that downshift by is requested. That is, in step S100, an affirmative determination is made when it is determined that the accelerator operation amount ACCP is “0” or more and the shift-down signal SHD is continuously input a plurality of times. ing.

  As a specific method for determining whether or not the downshift signal SHD is continuously input, for example, the downshift is again performed before a predetermined period (for example, 2 seconds) elapses after the downshift signal SHD is input. What is necessary is just to employ | adopt the structure of judging that the downshift signal SHD was input continuously, when the signal SHD is input. That is, it is only necessary to determine a shift-down signal SHD that is input without a predetermined period (2 seconds) or longer as a continuously input shift-down signal SHD.

If a negative determination is made in step S100 (step S100: NO), the electronic control unit 100 once ends this control.
On the other hand, if it is determined in step S100 that the downshift request by the jumping shift is made with the accelerator pedal 60 depressed (step S100: YES), the process proceeds to step S110.

  In step S110, the first estimated value NTA corresponding to each gear position is calculated based on the output shaft rotational speed SP. That is, here, the electronic control unit 100 functions as an input shaft rotation speed estimation means, and the value of the turbine rotation speed NT that changes with the change in the gear ratio when the gear position is switched is calculated as the first estimated value NTA. To do. Specifically, the first estimated value NTA is calculated for each gear stage by multiplying the output shaft rotational speed SP by the gear ratio of each gear stage.

  In the following description, of the first estimated value NTA calculated in step S110, the value of the turbine rotational speed NT when the gear position is switched to “n-speed” (n is an integer from 1 to 6) is used. The corresponding first estimated value NTA is described as “NTAn”. That is, the first estimated value NTA corresponding to the value of the turbine rotational speed NT when the gear position is switched to “1st speed” is described as “NTA1”.

  When the first estimated value NTA is thus calculated for each gear position in step S110, the process proceeds to step S120, and the estimated value of the turbine rotational speed NT during the gear position switching operation based on the turbine rotational speed NT and the accelerator operation amount ACCP. A second estimated value NTB is calculated.

  Here, based on the accelerator operation amount ACCP, first, as shown in FIG. 5, the rising gradient θ of the turbine rotation speed NT during the shift period T, which is a period from the start to completion of the shift stage switching operation, is estimated. To do.

  During the shift period T, the engagement element constituting the shift stage that has been selected so far in the shift stage switching mechanism 33 is released along with the shift stage switching operation. The connection between them is released. Therefore, during the shift period T, the load on the internal combustion engine 10 is reduced, and the engine speed NE is increased. As a result, the turbine rotational speed NT that is the rotational speed of the input shaft 31 connected to the crankshaft 12 increases accordingly. At this time, the rising gradient θ of the engine rotation speed NE and the turbine rotation speed NT changes according to the accelerator operation amount ACCP, and the engine rotation speed NE and the turbine rotation speed NT become larger as the accelerator operation amount ACCP increases. To rise.

  Therefore, in step S120, the increase gradient θ of the turbine rotation speed NT is estimated based on the accelerator operation amount ACCP so that the increase gradient θ of the turbine rotation speed NT increases as the accelerator operation amount ACCP increases. To do.

  In step S120, the value of the turbine rotational speed NT when the speed change period T has elapsed is estimated based on the ascending gradient θ thus estimated and the current turbine rotational speed NT, as indicated by a one-dot chain line in FIG. This value is taken as the second estimated value NTB.

  Here, the value of the turbine rotation speed NT when the shift period T elapses is set as the second estimated value NTB, but the second estimated value NTB increases to what extent the turbine rotation speed NT increases with the shift speed switching operation. Any value can be used as long as it can be determined. For this reason, for example, it is possible to adopt a configuration in which a change in the turbine rotational speed NT during the shift speed switching operation due to the engagement / disengagement of the engagement element is estimated in more detail and the maximum value is the second estimated value NTB.

  When the second estimated value NTB is calculated in step S120 in this manner, the process proceeds to step S130, where the second estimated value NTB is compared with the first estimated value NTA corresponding to each gear, and the first estimated value NTA is second estimated. The minimum shift stage among the shift stages having the value NTB or less is set as the shift down lower limit value ng. That is, here, the electronic control unit 100 functions as a shift-down lower limit value setting unit, and among the shift speeds where the first estimated value NTA is equal to or less than the second estimated value NTB, the shift speed with the largest gear ratio is selected as the shift-down lower limit value ng. Set as.

  For example, as shown in FIG. 5, the second estimated value NTB is larger than the first estimated value NTA4 corresponding to “4th speed” indicated by the broken line and the first estimated value NTA3 corresponding to “3rd speed”. Is smaller than “4th speed”, the shift down lower limit ng is set.

  When the downshift lower limit ng is set in this way, the process proceeds to step S140, and whether or not the first estimated value NTA corresponding to the speed stage finally selected by the current downshift request is larger than the second estimated value NTB. Determine. For example, when the selected shift speed is “3rd speed”, it is determined whether or not the first estimated value NTA3 corresponding to “3rd speed” is larger than the second estimated value NTB.

  If it is determined in step S140 that the first estimated value NTA corresponding to the selected gear position is larger than the second estimated value NTB (step S140: YES), the process proceeds to step S150. In step S150, the shift speed set as the shift down lower limit ng is set as the target shift speed ntrg, and the process proceeds to step S170.

  On the other hand, when it is determined in step S140 that the first estimated value NTA corresponding to the selected gear position is equal to or smaller than the second estimated value NTB (step S140: NO), the process proceeds to step S160. Then, the shift speed selected in step S160 is set as the target shift speed ntrg, and the process proceeds to step S170.

  In step S170, a shift signal corresponding to the set target shift stage ntrg is output, and a shift stage switching operation for switching the shift stage to the shift stage set as the target shift stage ntrg is executed. When the gear position switching operation is thus executed, the electronic control unit 100 once ends this process.

  As described above, the electronic control unit 100 according to the present embodiment sets the shift-down lower limit value ng and sets the shift-down lower limit value ng when the shift-down is performed by the jumping shift while the accelerator pedal 60 is depressed. Changing the gear position to a gear position having a gear ratio larger than the gear ratio is prohibited.

  Hereinafter, the effect | action by performing such control is demonstrated with reference to FIG. FIG. 6 is a time chart showing a change mode of the turbine rotational speed NT and a change mode of the output torque when the jumping shift is performed through the control described with reference to FIG.

  As shown in the upper part of FIG. 6, when the shift speed is set to “6-speed”, the shift lever 81 or the shift-down paddle 91 b is operated three times in succession, whereby the shift-down signal SHD is consecutively performed three times. If output, “3rd speed” is selected. Based on this, it is determined that the request for downshifting by the interlaced shift has been made. At this time, when the accelerator pedal 60 is depressed, the electronic control unit 100 determines the middle stage of FIG. 6 based on the turbine rotational speed NT and the accelerator operation amount ACCP prior to the execution of the shift stage switching operation. The second estimated value NTB shown in FIG.

  In addition to this, the electronic control unit 100, based on the output shaft rotation speed SP and the gear ratio of each gear, as shown by the broken line in the middle of FIG. 6, the first estimated value NTA corresponding to each gear. Are calculated respectively. Then, the second estimated value NTB is compared with the first estimated value NTA corresponding to each shift stage.

  As shown in FIG. 6, here, the second estimated value NTB is smaller than the first estimated value NTA3 corresponding to “3rd speed” and larger than the first estimated value NTA4 corresponding to “4th speed”. . Therefore, the electronic control unit 100 sets “fourth speed”, which is the minimum gear position at which the first estimated value NTA is equal to or less than the second estimated value NTB, as the shift-down lower limit value ng.

  Then, the first estimated value NTA3 corresponding to the selected shift speed “third speed” is compared with the second estimated value NTB. As a result, if it is determined that the first estimated value NTA3 corresponding to the selected gear stage “3rd speed” is larger than the second estimated value NTB, on the basis of the execution of the interlaced shift, the driving wheel side It is estimated that the internal combustion engine 10 is driven by the driving force.

  Thus, when it is estimated that the internal combustion engine 10 is driven by the driving force on the driving wheel side with the execution of the interlaced shift, the speed is changed from “3rd speed” and “3rd speed” which are the selected gears. Shift operation to “1st speed” and “2nd speed” with a large ratio is prohibited, and “4th speed” set as the shift down lower limit ng is set as the target shift speed ntrg.

  When the target gear stage ntrg is set to “fourth speed”, a gear stage switching operation for switching the gear stage to “fourth speed” is started at time t1, and the hydraulic pressures of the engagement elements constituting the “6th speed” gear stage are started. (Release side hydraulic pressure in FIG. 6) is reduced, and the engagement by this engagement element is released.

As a result, the connection between the internal combustion engine 10 and the drive wheels is temporarily released, the load on the internal combustion engine 10 is reduced, and the turbine rotational speed NT is increased as shown in the middle stage of FIG.
Then, with the progress of the shift speed switching operation, the hydraulic pressure (engagement side hydraulic pressure in FIG. 6) of the engagement element constituting the “fourth speed” shift speed is increased, and the engagement by this engagement element is performed at time t2. When completed, the gear shift operation to “fourth speed” is completed.

  As shown in the middle part of FIG. 6, the first estimated value NTA4 corresponding to “fourth speed” is smaller than the second estimated value NTB. Therefore, when the engagement of the engaging elements constituting the “fourth speed” gear stage is completed and the gear stage switching operation is completed at time t2, the turbine rotational speed NT is higher than the first estimated value NTA4. . Therefore, it is possible to avoid the state in which the internal combustion engine 10 is driven by the driving force on the driving wheel side and the engine rotational speed NE and the turbine rotational speed NT are increased in accordance with the execution of the gear position switching operation. As shown in the lower stage, the output torque increases with the completion of the shift stage switching operation.

According to the first embodiment described above, the following effects can be obtained.
(1) In the automatic transmission 30 including the planetary gear type gear stage switching mechanism 33 that switches the gear stage while being connected to the internal combustion engine 10 by switching the connection / disconnection state of a plurality of engagement elements, As a result of the gear change operation, the engagement elements constituting the previously selected shift speed are disengaged, and the engagement elements constituting the newly selected shift speed are engaged.

  At this time, while the engagement of the engagement element in the automatic transmission 30 is released, the load on the internal combustion engine 10 is reduced. Therefore, the engine speed NE increases during the shift speed switching operation in a state where the accelerator pedal 60 is depressed, and accordingly, the input shaft 31 of the automatic transmission 30 connected to the crankshaft 12 of the internal combustion engine 10. The turbine rotational speed NT, which is the rotational speed of, will also increase. Then, the rising gradient θ of the turbine rotation speed NT at this time changes according to the accelerator operation amount ACCP as described above, and the turbine rotation speed NT increases significantly as the accelerator operation amount ACCP increases. Therefore, the second estimated value NTB, which is the turbine rotational speed NT during the gear shift operation as described above, can be estimated in advance prior to the execution of the gear shift operation based on the accelerator operation amount ACCP.

  Then, when the first estimated value NTA calculated based on the output shaft rotation speed SP and the gear ratio of each gear is larger than the calculated second estimated value NTB, the newly selected gear It is predicted that the engine rotational speed NE when the engaging elements constituting the engine are engaged is less than the turbine rotational speed NT that increases due to the change in the gear ratio.

  Therefore, when the first estimated value NTA corresponding to the shift stage selected as described above is larger than the second estimated value NTB, the internal combustion engine 10 is driven by the driving force on the driving wheel side when the interlaced shift is executed based on the first estimated value NTA. Can be estimated to be driven.

  In the first embodiment, when the downshift signal SHD is continuously input a plurality of times with the accelerator pedal 60 depressed, that is, when the downshift by the jump shift with the acceleration request is requested. First, the first estimated value NTA and the second estimated value NTB are calculated prior to the execution of the jump shift. Then, by determining whether or not the first estimated value NTA corresponding to the selected shift speed is larger than the second estimated value NTB, the internal combustion engine 10 is driven by the driving force on the driving wheel side when the interlaced shift is executed. It is estimated whether or not it will be in a driven state. Then, based on the fact that the first estimated value NTA corresponding to the selected gear stage is larger than the second estimated value NTB, the internal combustion engine 10 is driven by the driving force on the driving wheel side with the execution of the jump shift. When it is estimated that this is the case, the shift stage switching operation to the selected shift stage and a shift stage having a larger gear ratio than the selected shift stage is prohibited. For this reason, the jumping shift to a gear stage having a large gear ratio that prohibits the internal combustion engine 10 from being driven is prohibited.

  Therefore, the state where the engine rotational speed NE is raised by the driving force on the driving wheel side when the gear stage switching operation is completed is suppressed, and the vehicle is decelerated when the gear stage switching operation is completed. Can be suppressed. That is, it is possible to suppress unintentional deceleration that is contrary to the driver's request due to the downshift due to the jumping shift.

  (2) The value of the turbine rotational speed NT when the gear position is changed is calculated for each gear position as the first estimated value NTA, and the first estimated value NTA and the second estimated value NTB calculated for each gear position are calculated. The shift down lower limit value ng is set in comparison with each other.

  Then, based on the fact that the first estimated value NTA corresponding to the selected gear stage is larger than the second estimated value NTB, the internal combustion engine 10 is driven by the driving force on the driving wheel side with the execution of the jump shift. When it is estimated that the shift speed is changed, the shift speed is switched to the shift speed set as the shift-down lower limit value ng. For this reason, when it is estimated that the internal combustion engine 10 is driven by the driving force on the driving wheel side as the jumping gear shift is executed, the gear ratio is changed to the selected gear step among the switchable gear steps. The gear position is switched to the closest gear position. Accordingly, it is possible to execute the gear position switching operation in accordance with the driver's acceleration request while suppressing the unintended deceleration contrary to the driver's request accompanying the downshift due to the jump shift.

The first embodiment can also be implemented in the following forms that are appropriately modified.
In the first embodiment, as the driving state estimating means, it is determined whether or not the first estimated value NTA corresponding to the selected shift speed is larger than the second estimated value NTB (in FIG. 4). Step S140) shows a configuration for estimating that the internal combustion engine 10 is driven by the driving force on the driving wheel side as the jump shift is executed based on the positive determination. On the other hand, as the driving state estimating means, when the selected gear is a gear having a larger gear ratio than the gear set as the shift down lower limit ng, the drive wheel side is It is also possible to employ a configuration that estimates that the internal combustion engine 10 is driven by the driving force.

  Specifically, as shown in FIG. 7, in place of the control step S <b> 140 described with reference to FIG. 4, a process for determining whether or not the selected gear position is smaller than the shift-down lower limit value ng ( Step S145) may be executed.

  When such a configuration is adopted, when the downshift lower limit value ng is set in step S130, the process proceeds to step S145, and the speed stage finally selected by the current downshift request is greater than the downshift lower limit value ng. It is determined whether or not is smaller.

  If it is determined in step S145 that the finally selected gear position is smaller than the shift-down lower limit value ng (step S145: YES), that is, the finally selected gear position is the shift-down lower limit value. When it is determined that the gear stage has a gear ratio larger than the gear stage set as the value ng, the routine proceeds to step S150.

  On the other hand, if it is determined in step S145 that the finally selected shift stage is equal to or greater than the shift-down lower limit value ng (step S145: NO), that is, the finally selected shift stage is the shift-down lower limit value. When the shift stage has a smaller speed ratio than the shift stage set as the value ng, or when the final shift stage is the same shift stage as the shift down lower limit value ng, The process proceeds to step S160.

  If the selected gear stage is a gear stage having a larger gear ratio than the gear stage set as the shift-down lower limit ng, the first estimated value NTA corresponding to the selected gear stage is based on this. Is estimated to be larger than the second estimated value NTB. Therefore, in this case, it is predicted that the engine rotation speed NE when the engagement element constituting the newly selected shift speed is engaged is less than the turbine rotation speed NT that increases due to the change in the gear ratio. The

  That is, when the selected gear stage is a gear stage having a larger gear ratio than the gear stage set as the shift-down lower limit value ng, the internal combustion engine is driven by the driving force on the driving wheel side with the execution of the interlaced gear shift based on this. It can be estimated that the engine 10 is driven.

  Therefore, when the selected gear position is smaller than the shift down lower limit value ng (step S145: YES), the gear position is switched to the gear position set as the shift down lower limit value ng, as shown in FIG. If is adopted, the same effects as the effects (1) and (2) described in the first embodiment can be obtained.

  In the automatic shift mode, the shift stage is automatically switched based on the accelerator operation amount ACCP and the vehicle speed V with reference to the shift map as shown in FIG. As a result, the degree of acceleration request of the driver can be estimated based on the accelerator operation amount ACCP with respect to the current vehicle speed V, and the gear position can be automatically switched in a manner corresponding to the degree of acceleration request. Yes.

  On the other hand, in the manual shift mode, the gear position can be basically arbitrarily selected by operating the shift lever 81 and the steering shift switch 91. For this reason, when a shift stage having a gear ratio larger than the shift stage selected in the automatic shift mode is selected at the time of downshift due to the interlaced shift in the manual shift mode, the driving force is reduced along with the change of the shift stage. It may become very large, and there is a risk of sudden start, rapid acceleration, or wheel slip.

  Further, in the case of the jumping speed change, the speed stage is switched at a time after the shift lever 81 and the steering shift switch 91 are continuously operated, so that the finally selected speed stage meets the driver's request. There is a case where it does not always coincide with a gear stage that can appropriately realize the driving state. In particular, at the time of downshifting due to interlaced shifting, there is a risk of sudden start, rapid acceleration, and wheel slip as described above.

  Therefore, in order to suppress the occurrence of such sudden start, sudden acceleration, wheel slip, etc., the shift speed derived with reference to the shift map is compared with the shift speed set as the shift down lower limit value ng, It is desirable to employ a configuration that updates the downshift lower limit ng based on the result.

  Specifically, as shown in FIG. 8, such a configuration can be obtained by executing the processing of step S <b> 132, step S <b> 134, and step S <b> 136 instead of step S <b> 130 in the control described with reference to FIG. 4. Can be realized.

  In the control shown in FIG. 8, when electronic control unit 100 estimates second estimated value NTB in step S120, it proceeds to step S132, and second estimated value NTB and first estimated value corresponding to each gear position. Compared with NTA, the smallest shift stage among the shift stages at which the first estimated value NTA is equal to or less than the second estimated value NTB is set as the first shift down lower limit value ng1. That is, here, the gear position having the largest gear ratio among the gear speeds where the first estimated value NTA is equal to or smaller than the second estimated value NTB is set as the first shift down lower limit value ng1.

  When the first shift down lower limit value ng1 is set in this way, the process proceeds to step S134, and the second shift down lower limit value ng2 is set with reference to the shift map for the automatic shift mode. Here, the second shift down lower limit value ng2 is set with reference to the shift map as shown in FIG. For example, as indicated by a point P in FIG. 3, when the vehicle speed V is “V1” and the accelerator operation amount ACCP is “ACCP1”, “3rd speed”, which is the gear position corresponding to the point P in FIG. The gear position is set as the second shift down lower limit value ng2.

  When the second shift down lower limit value ng2 is thus set, the process proceeds to step S136, where the first shift down lower limit value ng1 and the second shift down lower limit value ng2 are compared, and the larger one is the final shift down lower limit value ng. Set as. In other words, when the gear set as the second shift down lower limit ng2 is a gear with a smaller gear ratio than the gear set as the first shift down lower limit ng1, the second speed change is made through this step S136. The shift stage set as the shift down lower limit value ng2 is set as the final shift down lower limit value ng.

  When the shift down lower limit value ng is set in this way, the process proceeds to step S140, and the first estimated value NTA corresponding to the speed stage finally selected by the current shift down request is obtained as in the first embodiment. It is determined whether it is larger than the second estimated value NTB.

  If it is determined in step S140 that the first estimated value NTA corresponding to the finally selected gear position is larger than the second estimated value NTB (step S140: YES), the process proceeds to step S150. Proceed with In step S150, the shift speed set as the shift down lower limit ng is set as the target shift speed ntrg, and the process proceeds to step S170.

  On the other hand, if it is determined in step S140 that the first estimated value NTA corresponding to the finally selected gear position is equal to or smaller than the second estimated value NTB (step S140: NO), the process proceeds to step S160. Proceed with Then, the gear stage finally selected in step S160 is set as the target gear stage ntrg, and the process proceeds to step S170.

By adopting such a configuration, it is possible to avoid shifting the gear position to a gear position having a larger gear ratio than the gear speed selected in the automatic gear shift mode in accordance with the shift down due to the interlaced gear shift. Therefore, in addition to the same effects as (1) and (2) described in the first embodiment, it is possible to suppress the occurrence of sudden start, sudden acceleration, and wheel slip. That is, it is possible to suppress unintentional deceleration contrary to the driver's request due to the downshift due to the jump shift, and to suppress the sudden start and acceleration, and the occurrence of wheel slip. Will be able to.
(Second Embodiment)
A second embodiment in which the transmission control device according to the present invention is embodied as an electronic control device that comprehensively controls an internal combustion engine and an automatic transmission mounted on a vehicle will be described with reference to FIGS. To explain. The present embodiment and the first embodiment are different from each other in the configuration of the automatic transmission, and only a part of the control at the time of downshifting by the interlaced shift is different. Therefore, the first embodiment will be described below. The same components as those of the first embodiment are denoted by the same reference numerals, detailed description thereof is omitted, and differences from the first embodiment will be mainly described.

  As shown in FIG. 9, the automatic transmission 230 according to the present embodiment includes a shift speed switching mechanism 233 that switches between the first forward speed and the first reverse speed from “1st speed” to “6th speed”, and electronic control. And an automatic clutch 232 that is driven based on a control command of the apparatus 100.

  An input shaft 231 of the automatic transmission 230 is connected to the crankshaft 12 of the internal combustion engine 10 via the automatic clutch 232. The output shaft 234 of the automatic transmission 230 is finally connected to the drive wheels of the vehicle via a differential gear or the like (not shown).

As a result, the driving force of the internal combustion engine 10 is transmitted to the drive wheels through the automatic transmission 230 with its rotational direction and rotational speed changed.
In the automatic transmission 230, the automatic clutch 232 is temporarily released in accordance with the shift speed switching operation. While the automatic clutch 232 is disengaged, the gear stage is switched by the gear stage switching mechanism 233.

  Control of the automatic clutch 232 and the gear position switching mechanism 233 is executed by the electronic control unit 100. As in the first embodiment, the electronic control device 100 is connected with sensors such as an accelerator position sensor 70, a vehicle speed sensor 71, a rotation speed sensor 72, a crank angle sensor 73, a throttle opening sensor 74, and an air flow meter 75. Has been. In the present embodiment, the vehicle speed sensor 71 detects the output shaft rotational speed SP, which is the rotational speed of the output shaft 234 of the automatic transmission 230, and the rotational speed sensor 72 is the rotational speed of the input shaft 231 of the automatic transmission 230. The turbine rotation speed NT is detected.

  Hereinafter, with reference to FIG. 10, the downshift control by the interlaced shift according to the present embodiment will be described. FIG. 10 is a flowchart showing a flow of a series of processes related to the downshift by the jumping speed change.

  This control is repeatedly executed at a predetermined control cycle by the electronic control device 100 when the control mode of the shift control is set to the manual shift mode. When this control is executed, as shown in FIG. 10, the electronic control unit 100 first performs a downshift by jumping gear shifting in a state where the accelerator pedal 60 is depressed in step S200 as in step S100 in the first embodiment. It is determined whether or not is requested.

If a negative determination is made in step S200 (step S200: NO), the electronic control unit 100 once ends this control.
On the other hand, if it is determined in step S200 that the downshift request by the jumping shift is made with the accelerator pedal 60 depressed (step S200: YES), the process proceeds to step S210.

  In step S210, as in step S110 in the first embodiment, the electronic control unit 100 functions as an input shaft rotation speed estimation unit, and the first estimated value corresponding to each gear position based on the output shaft rotation speed SP. NTA is calculated respectively.

  In the following description, of the first estimated value NTA calculated in step S210, the value of the turbine rotational speed NT when the gear position is switched to “n-speed” (n is an integer from 1 to 6) is used. The corresponding first estimated value NTA is described as “NTAn”. That is, the first estimated value NTA corresponding to the value of the turbine rotational speed NT when the gear position is switched to “1st speed” is described as “NTA1”.

  When the first estimated value NTA is thus calculated for each gear position in step S210, the process proceeds to step S220, and the automatic clutch 232 is engaged with the gear speed switching operation based on the engine speed NE and the accelerator operation amount ACCP. A second estimated value NEB, which is an estimated value of the engine rotational speed NE immediately before starting, is calculated.

  Here, based on the accelerator operation amount ACCP, first, as shown in FIG. 11, the increase gradient θ of the engine rotation speed NE during the shift period T, which is a period from the start to completion of the shift stage switching operation, is estimated. To do.

  During the shift period T, the automatic clutch 232 is released in accordance with the shift speed switching operation, so that the connection between the internal combustion engine 10 and the drive wheels is released. Therefore, during the shift period T, the load on the internal combustion engine 10 is reduced, and the engine speed NE is increased. Then, the rising gradient θ of the engine rotational speed NE at this time changes according to the accelerator operation amount ACCP, and the engine rotational speed NE increases significantly as the accelerator operation amount ACCP increases.

  Therefore, in step S220, the increase gradient θ of the engine rotation speed NE is estimated based on the accelerator operation amount ACCP so that the increase gradient θ of the engine rotation speed NE increases as the accelerator operation amount ACCP increases. To do.

  In step S220, based on the ascending gradient θ thus estimated and the current engine speed NE, as indicated by a one-dot chain line in FIG. 11, that is, when the shift period T has elapsed, that is, the automatic clutch 232 is engaged. The value of the immediately preceding engine speed NE is estimated, and this value is set as the second estimated value NEB.

  When the second estimated value NEB is calculated in step S220 in this manner, the process proceeds to step S230, where the second estimated value NEB is compared with the first estimated value NTA corresponding to each shift stage, and the first estimated value NTA is second estimated. The smallest shift stage among the shift stages having the value NEB or less is set as the shift down lower limit value ng. That is, here, the electronic control unit 100 functions as a shift-down lower limit value setting unit, and among the shift speeds where the first estimated value NTA is equal to or less than the second estimated value NEB, the shift speed with the largest gear ratio is selected as the shift-down lower limit value ng. Set as.

  For example, as shown in FIG. 11, the second estimated value NEB is larger than the first estimated value NTA4 corresponding to “fourth speed” indicated by the broken line and the first estimated value NTA3 corresponding to “third speed”. Is smaller than “4th speed”, the shift down lower limit ng is set.

  When the shift down lower limit value ng is set in this way, the process proceeds to step S240, and whether or not the first estimated value NTA corresponding to the speed stage finally selected by the current shift down request is larger than the second estimated value NEB. Determine. For example, when the selected shift speed is “3rd speed”, it is determined whether or not the first estimated value NTA3 corresponding to “3rd speed” is larger than the second estimated value NEB.

  If it is determined in step S240 that the first estimated value NTA corresponding to the selected gear position is larger than the second estimated value NEB (step S240: YES), the process proceeds to step S250. In step S250, the shift speed set as the shift down lower limit ng is set as the target shift speed ntrg, and the process proceeds to step S270.

  On the other hand, when it is determined in step S240 that the first estimated value NTA corresponding to the selected gear position is equal to or smaller than the second estimated value NEB (step S240: NO), the process proceeds to step S260. Then, the shift speed selected in step S260 is set as the target shift speed ntrg, and the process proceeds to step S270.

  In step S270, a shift signal corresponding to the set target shift stage ntrg is output, and a shift stage switching operation for switching the shift stage to the shift stage set as the target shift stage ntrg is executed. When the gear position switching operation is thus executed, the electronic control unit 100 once ends this process.

  As described above, the electronic control unit 100 according to the present embodiment sets the shift-down lower limit value ng and sets the shift-down lower limit value ng when the shift-down is performed by the jumping shift while the accelerator pedal 60 is depressed. Changing the gear position to a gear position having a gear ratio larger than the gear ratio is prohibited.

  Hereinafter, the effect | action by performing such control is demonstrated with reference to FIG. FIG. 12 is a time chart showing how the engine speed NE changes and how the output torque changes when an interlaced shift is performed through the control described with reference to FIG.

  As shown in the upper part of FIG. 12, when the shift speed is set to “6-speed”, the shift lever 81 or the shift-down paddle 91b is operated three times in succession, thereby causing the shift-down signal SHD to be continued three times. If output, “3rd speed” is selected. Based on this, it is determined that the request for downshifting by the interlaced shift has been made. At this time, when the accelerator pedal 60 is depressed, the electronic control unit 100 determines the middle stage of FIG. 12 based on the engine speed NE and the accelerator operation amount ACCP prior to the execution of the gear stage switching operation. The second estimated value NEB shown in FIG.

  In addition to this, the electronic control unit 100, based on the output shaft rotational speed SP and the gear ratio of each gear, as shown by the broken line in the middle of FIG. 12, the first estimated value NTA corresponding to each gear. Are calculated respectively. Then, the second estimated value NEB is compared with the first estimated value NTA corresponding to each shift stage.

  As shown in FIG. 12, here, the second estimated value NEB is smaller than the first estimated value NTA3 corresponding to “3rd speed” and larger than the first estimated value NTA4 corresponding to “4th speed”. . Therefore, the electronic control unit 100 sets “fourth speed”, which is the minimum gear position at which the first estimated value NTA is equal to or less than the second estimated value NEB, as the shift-down lower limit value ng.

  Then, the first estimated value NTA3 corresponding to the selected shift speed “third speed” is compared with the second estimated value NEB. As a result, if it is determined that the first estimated value NTA3 corresponding to the selected gear stage “3rd speed” is larger than the second estimated value NEB, the drive wheel side is associated with the execution of the interlaced shift based on this. It is estimated that the internal combustion engine 10 is driven by the driving force.

  Thus, when it is estimated that the internal combustion engine 10 is driven by the driving force on the driving wheel side with the execution of the interlaced shift, the speed is changed from “3rd speed” and “3rd speed” which are the selected gears. Shift operation to “1st speed” and “2nd speed” with a large ratio is prohibited, and “4th speed” set as the shift down lower limit ng is set as the target shift speed ntrg.

  When the target gear stage ntrg is set to “fourth speed”, a gear stage switching operation for switching the gear stage to “fourth speed” is started at time t3, and the automatic clutch as shown in the second stage from the bottom in FIG. 232 is released.

As a result, the connection between the internal combustion engine 10 and the drive wheels is temporarily released, the load on the internal combustion engine 10 is reduced, and the engine speed NE is increased as shown in the middle stage of FIG.
When the gear position in the gear position switching mechanism 233 is switched from “6th speed” to “4th speed” and the automatic clutch 232 is engaged at time t4 with the progress of the gear position switching operation, “4th speed”. Shifting operation to is completed.

  As shown in the middle part of FIG. 12, the first estimated value NTA4 corresponding to “fourth speed” is smaller than the second estimated value NEB. Therefore, when the automatic clutch 232 is engaged at time t4 and the shift speed switching operation is completed, the engine speed NE is higher than the first estimated value NTA4. Therefore, it is avoided that the internal combustion engine 10 is driven by the driving force on the driving wheel side and the engine rotational speed NE is increased as the shift speed switching operation is executed, as shown in the lower part of FIG. The output torque increases with the completion of the gear change operation.

According to the second embodiment described above, the following effects can be obtained.
(1) An automatic clutch 232 for connecting / disconnecting transmission of driving force between the shift speed switching mechanism 233 and the internal combustion engine 10 is provided, and the automatic transmission 230 for switching the shift speed while the automatic clutch 232 is released is provided. Thus, the automatic clutch 232 is once released in accordance with the shift speed switching operation, and the shift speed is switched to the newly selected shift speed during that time.

  At this time, since the load on the internal combustion engine 10 is reduced while the automatic clutch 232 is released, the engine speed NE increases during the shift speed switching operation in a state where the accelerator pedal 60 is depressed. It becomes. Then, the increase gradient θ of the engine rotational speed NE at this time changes according to the accelerator operation amount ACCP as described above, and the engine rotational speed NE increases significantly as the accelerator operation amount ACCP increases. Therefore, the second estimated value NEB, which is the engine rotational speed NE immediately before the automatic clutch 232 is engaged with the gear shift operation as described above, is based on the accelerator operation amount ACCP prior to the execution of the gear shift operation. Can be estimated in advance.

  When the first estimated value NTA calculated based on the output shaft rotational speed SP and the gear ratio of each gear stage is larger than the calculated second estimated value NEB, the automatic clutch 232 is engaged. It is predicted that the engine rotational speed NE at this time will be less than the turbine rotational speed NT that increases with a change in the gear ratio.

  Therefore, when the first estimated value NTA corresponding to the shift stage selected as described above is larger than the second estimated value NEB, the internal combustion engine 10 is driven by the driving force on the driving wheel side when the interlaced shift is executed based on the first estimated value NTA. Can be estimated to be driven.

  In the second embodiment, when the downshift signal SHD is continuously input a plurality of times while the accelerator pedal 60 is depressed, that is, when downshift is requested by jumping with acceleration request. First, the first estimated value NTA and the second estimated value NEB are calculated prior to the execution of the jump shift. Then, by determining whether or not the first estimated value NTA corresponding to the selected shift speed is larger than the second estimated value NEB, the internal combustion engine 10 is driven by the driving force on the driving wheel side when the interlaced shift is executed. It is estimated whether or not it will be in a driven state. Then, based on the fact that the first estimated value NTA corresponding to the selected gear stage is larger than the second estimated value NEB, the internal combustion engine 10 is driven by the driving force on the driving wheel side with the execution of the jump shift. When it is estimated that this is the case, the shift stage switching operation to the selected shift stage and a shift stage having a larger gear ratio than the selected shift stage is prohibited. For this reason, the jumping shift to a gear stage having a large gear ratio that prohibits the internal combustion engine 10 from being driven is prohibited.

  Therefore, the state where the engine rotational speed NE is raised by the driving force on the driving wheel side when the gear stage switching operation is completed is suppressed, and the vehicle is decelerated when the gear stage switching operation is completed. Can be suppressed. That is, it is possible to suppress unintentional deceleration that is contrary to the driver's request due to the downshift due to the jumping shift.

  (2) The value of the turbine rotational speed NT when the gear position is changed is calculated for each gear position as the first estimated value NTA, and the first estimated value NTA and the second estimated value NEB estimated for each gear position are calculated. The shift down lower limit value ng is set in comparison with each other.

  Then, based on the fact that the first estimated value NTA corresponding to the selected gear stage is larger than the second estimated value NEB, the internal combustion engine 10 is driven by the driving force on the driving wheel side with the execution of the jump shift. When it is estimated that the shift speed is changed, the shift speed is switched to the shift speed set as the shift-down lower limit value ng. For this reason, when it is estimated that the internal combustion engine 10 is driven by the driving force on the driving wheel side as the jumping gear shift is executed, the gear ratio is changed to the selected gear step among the switchable gear steps. The gear position is switched to the closest gear position. Therefore, it is possible to execute a gear change operation in accordance with the driver's acceleration request while suppressing an unintended deceleration contrary to the driver's request accompanying a shift down due to the jumping shift. Become.

The second embodiment can also be carried out in the following forms that are appropriately modified.
In the second embodiment, as the driving state estimating means, it is determined whether or not the first estimated value NTA corresponding to the selected shift speed is larger than the second estimated value NEB (in FIG. 10). Step S240) shows a configuration for estimating that the internal combustion engine 10 is driven by the driving force on the driving wheel side when the jumping shift is executed based on the positive determination. On the other hand, as the driving state estimating means, when the selected gear is a gear having a larger gear ratio than the gear set as the shift down lower limit ng, the drive wheel side is It is also possible to employ a configuration that estimates that the internal combustion engine 10 is driven by the driving force.

  Specifically, as shown in FIG. 13, in place of the control step S <b> 240 described with reference to FIG. 10, a process for determining whether or not the selected gear position is smaller than the shift-down lower limit value ng ( Step S245) may be executed.

  When such a configuration is adopted, when the downshift lower limit value ng is set in step S230, the process proceeds to step S245, and the speed stage finally selected by the current downshift request is greater than the downshift lower limit value ng. It is determined whether or not is smaller.

  In step S245, if it is determined that the finally selected shift stage is smaller than the shift-down lower limit value ng (step S245: YES), that is, the finally selected shift stage is the shift-down lower limit. When it is determined that the gear stage has a gear ratio larger than the gear stage set as the value ng, the routine proceeds to step S250.

  On the other hand, when it is determined in step S245 that the finally selected shift stage is greater than or equal to the shift down lower limit value ng (step S245: NO), that is, the finally selected shift stage is the shift down lower limit value. When the shift stage has a smaller speed ratio than the shift stage set as the value ng, or when the final shift stage is the same shift stage as the shift down lower limit value ng, The process proceeds to step S260.

  If the selected gear stage is a gear stage having a larger gear ratio than the gear stage set as the shift-down lower limit ng, the first estimated value NTA corresponding to the selected gear stage is based on this. Is estimated to be larger than the second estimated value NEB. Therefore, in this case, it is predicted that the engine rotational speed NE when the automatic clutch 232 is engaged in association with the shift speed switching operation is less than the turbine rotational speed NT that increases due to the change in the gear ratio.

  That is, when the selected gear stage is a gear stage having a larger gear ratio than the gear stage set as the shift-down lower limit value ng, the internal combustion engine is driven by the driving force on the driving wheel side with the execution of the interlaced gear shift based on this. It can be estimated that the engine 10 is driven.

  Therefore, when the selected gear position is smaller than the shift-down lower limit value ng as shown in FIG. 13 (step S245: YES), the gear position is switched to the gear position set as the shift-down lower limit value ng. If is adopted, the same effects as the effects (1) and (2) described in the second embodiment can be obtained.

  In the automatic shift mode, the shift stage is automatically switched based on the accelerator operation amount ACCP and the vehicle speed V with reference to the shift map as shown in FIG. As a result, the degree of acceleration request of the driver can be estimated based on the accelerator operation amount ACCP with respect to the current vehicle speed V, and the gear position can be automatically switched in a manner corresponding to the degree of acceleration request. Yes.

  On the other hand, in the manual shift mode, the gear position can be basically arbitrarily selected by operating the shift lever 81 and the steering shift switch 91. For this reason, when a shift stage having a gear ratio larger than the shift stage selected in the automatic shift mode is selected at the time of downshift due to the interlaced shift in the manual shift mode, the driving force is reduced along with the change of the shift stage. It may become very large, and there is a risk of sudden start, rapid acceleration, or wheel slip.

  Further, in the case of the jumping speed change, the speed stage is switched at a time after the shift lever 81 and the steering shift switch 91 are continuously operated, so that the finally selected speed stage meets the driver's request. There is a case where it does not always coincide with a gear stage that can appropriately realize the driving state. In particular, at the time of downshifting due to interlaced shifting, there is a risk of sudden start, rapid acceleration, and wheel slip as described above.

  Therefore, in order to suppress the occurrence of such sudden start, sudden acceleration, wheel slip, etc., the shift speed derived with reference to the shift map is compared with the shift speed set as the shift down lower limit value ng, It is desirable to employ a configuration that updates the downshift lower limit ng based on the result.

  Specifically, as shown in FIG. 14, such a configuration can be realized by executing the processing of step S232, step S234, and step S236 instead of step S230 in the control described with reference to FIG. Can be realized.

  In the control shown in FIG. 14, when the electronic control unit 100 estimates the second estimated value NEB in step S220, the process proceeds to step S232, where the second estimated value NEB and the first estimated value corresponding to each gear position. Compared with NTA, the smallest shift stage among the shift stages at which the first estimated value NTA is equal to or less than the second estimated value NEB is set as the first shift down lower limit value ng1. That is, here, the gear position having the largest gear ratio among the gear speeds where the first estimated value NTA is equal to or less than the second estimated value NEB is set as the first shift down lower limit value ng1.

  When the first shift down lower limit value ng1 is set in this way, the process proceeds to step S234, and the second shift down lower limit value ng2 is set with reference to the shift map for the automatic shift mode. Here, the second shift down lower limit value ng2 is set with reference to the shift map as shown in FIG. For example, as indicated by a point P in FIG. 3, when the vehicle speed V is “V1” and the accelerator operation amount ACCP is “ACCP1”, “3rd speed”, which is the gear position corresponding to the point P in FIG. The gear position is set as the second shift down lower limit value ng2.

  When the second shift down lower limit ng2 is thus set, the process proceeds to step S236, where the first shift down lower limit ng1 and the second shift down lower limit ng2 are compared, and the larger one is the final shift down lower limit ng. Set as. In other words, when the gear set as the second shift down lower limit ng2 is a gear with a smaller gear ratio than the gear set as the first shift down lower limit ng1, the second shift down is made through step S236. The shift stage set as the shift down lower limit value ng2 is set as the final shift down lower limit value ng.

  When the shift down lower limit value ng is set in this way, the process proceeds to step S240, and the first estimated value NTA corresponding to the speed stage finally selected by the current shift down request is obtained as in the second embodiment. It is determined whether it is larger than the second estimated value NEB.

  If it is determined in step S240 that the first estimated value NTA corresponding to the finally selected gear position is greater than the second estimated value NEB (step S240: YES), the process proceeds to step S250. Proceed with In step S250, the shift speed set as the shift down lower limit ng is set as the target shift speed ntrg, and the process proceeds to step S270.

  On the other hand, when it is determined in step S240 that the first estimated value NTA corresponding to the finally selected gear position is equal to or smaller than the second estimated value NEB (step S240: NO), the process proceeds to step S260. Proceed with Then, the gear stage finally selected in step S260 is set as the target gear stage ntrg, and the process proceeds to step S270.

  By adopting such a configuration, it is possible to avoid shifting the gear position to a gear position having a larger gear ratio than the gear speed selected in the automatic gear shift mode in accordance with the shift down due to the interlaced gear shift. Therefore, in addition to the same effects as (1) and (2) described in the second embodiment, it is possible to suppress the occurrence of sudden start, sudden acceleration, and wheel slip. That is, it is possible to suppress unintentional deceleration contrary to the driver's request due to the downshift due to the jump shift, and to suppress the sudden start and acceleration, and the occurrence of wheel slip. Will be able to.

In addition, the following elements can be changed in common with the above embodiments.
Although the shift up switch SW3 and the shift up paddle 91a are provided as the shift up switch for detecting the shift up request, and the shift down switch SW4 and the shift down paddle 91b are provided as the shift down switch for detecting the shift down request. The configuration of the shift-up switch and the shift-down switch can be changed.

  For example, a configuration in which the steering shift switch 91, that is, the shift-up paddle 91a and the shift-down paddle 91b is omitted, and only the shift-up switch SW3 and the shift-down switch SW4 are provided may be employed. On the contrary, it is also possible to adopt a configuration including only the shift up paddle 91a and the shift down paddle 91b.

  In the above-described embodiment, as the steering shift switch 91, the shift-up paddle 91a is provided on the right side of the steering wheel 90, and the shift-down paddle 91b is provided on the left side of the steering wheel 90. This is an example of the configuration and can be changed as appropriate. As another configuration of the steering shift switch 91, for example, a configuration in which a shift-up button is provided at a position facing the driver of the steering wheel 90 and a shift-down button is provided on the back side of the steering wheel 90 is adopted. You can also

  In the above embodiment, a throttle valve 14 is provided in the intake passage 13 as an intake air amount adjustment mechanism that adjusts the intake air amount GA of the internal combustion engine 10, and intake is performed by adjusting the opening of the throttle valve 14. A configuration for metering the air amount GA was shown. On the other hand, the configuration of the intake air amount metering mechanism can be changed as appropriate. For example, an internal combustion engine that includes a lift amount change mechanism that changes at least one of the maximum lift amount and the lift period of the intake valve of the internal combustion engine 10 and adjusts the intake air amount GA through the lift amount change mechanism instead of the throttle valve 14. The present invention can also be applied to a vehicle equipped with.

  In each of the above embodiments, the manual transmission mode and the automatic transmission mode are provided as the control modes of the transmission control, and the automatic transmission capable of switching between these control modes is exemplified, but the automatic transmission mode is provided. In addition, the present invention can be applied to an automatic transmission having only a manual transmission mode.

  -If the change of the gear position to a gear position with a larger gear ratio than the shift down lower limit value ng is prohibited, the vehicle is prevented from decelerating even though the shift down switch is operated for acceleration. be able to. Therefore, the mode of the shift control when it is estimated that the internal combustion engine 10 is driven by the driving force on the driving wheel side with the execution of the jump shift can be appropriately changed. For example, if the finally selected shift stage is a shift stage having a gear ratio larger than the shift stage set as the shift down lower limit value ng, the shift down request is canceled and the shift stage switching operation is not executed. Such a configuration can also be adopted. Further, when the finally selected shift stage is a shift stage having a gear ratio larger than the shift stage set as the shift down lower limit value ng, the shift stage is shifted by one stage from the current shift stage. It is also possible to adopt a configuration in which a shift speed switching operation for switching to a speed is executed.

DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine, 12 ... Crankshaft, 13 ... Intake passage, 14 ... Throttle valve, 15 ... Motor, 20 ... Torque converter, 30 ... Automatic transmission, 31 ... Input shaft, 32 ... Forward / reverse switching mechanism, 33 ... Shift Step switching mechanism 34 ... output shaft 60 ... accelerator pedal 70 ... accelerator position sensor 71 ... vehicle speed sensor 72 ... rotation speed sensor 73 ... crank angle sensor 74 ... throttle opening sensor 75 ... air flow meter 80 ... Floor shift device, 81 ... Shift lever, 82 ... Shift gate, 90 ... Steering wheel, 91 ... Steering shift switch, 91a ... Shift up paddle, 91b ... Shift down paddle, 100 ... Electronic control device, 230 ... Automatic transmission, 231 ... Input shaft, 232 ... Automatic clutch, 233 ... Speed change mechanism, 234 The output shaft, SW1 ... shift lever position switch, SW2 ... selection mode detection switch, SW3 ... shift-up switch, SW4 ... shift-down switch.

Claims (8)

It has a manual shift mode that can select the gear position by operating the upshift switch and the downshift switch, and finally selected when the upshift switch or downshift switch is operated multiple times in succession. In the control device for the transmission that performs the interlaced shift that switches the shift stage by a single shift stage switching operation until the shifted shift stage,
When the shift down switch is operated a plurality of times in succession with the accelerator pedal depressed, the internal combustion engine is driven by the driving force on the driving wheel side in accordance with the execution of the interlaced shift prior to the execution of the interlaced shift. Drive state estimating means for estimating whether or not the engine is to be operated, and the internal combustion engine is driven by the driving force on the drive wheel side when the interlaced shift is executed by the drive state estimating means. A transmission control apparatus, which, when estimated, prohibits a shift stage switching operation to the selected shift stage and a shift stage having a larger gear ratio than the selected shift stage. The transmission control device according to claim 1,
The transmission is a transmission including a planetary gear type gear stage switching mechanism that switches a gear stage in a state of being connected to the internal combustion engine by switching connection / disconnection states of a plurality of engagement elements,
The drive state estimation means rotates the input shaft of the transmission when the gear is switched to the selected gear based on the output shaft rotation speed of the transmission and the gear ratio of the selected gear. The speed is calculated as a first estimated value, and the input shaft rotational speed of the transmission during a gear change operation is calculated as a second estimated value based on the depression amount of the accelerator pedal, and the first estimated value is A transmission control apparatus characterized by estimating that the internal combustion engine is driven by a driving force on a driving wheel side when the interlaced shift is executed when the second estimated value is greater. The transmission control device according to claim 1,
The transmission includes a shift speed switching mechanism that switches a shift speed, and a clutch that connects and disconnects transmission of driving force between the shift speed switching mechanism and the internal combustion engine, and shifts while the clutch is released. A transmission that switches gears,
The drive state estimation means rotates the input shaft of the transmission when the gear is switched to the selected gear based on the output shaft rotation speed of the transmission and the gear ratio of the selected gear. The speed is calculated as a first estimated value, and the engine rotational speed immediately before the clutch is engaged is calculated as a second estimated value in accordance with a shift speed switching operation based on the depression amount of the accelerator pedal, and the first estimated value is calculated. When the estimated value is larger than the second estimated value, it is estimated that the internal combustion engine is driven by the driving force on the driving wheel side when the interlaced shift is executed. Control device. The transmission control device according to claim 2 or 3,
Prior to execution of the shift speed switching operation, the input shaft rotation speed of the transmission is calculated for each shift speed when the shift speed is changed based on the output shaft rotation speed of the transmission and the gear ratio of each shift speed. The input shaft rotation speed estimation means and the input shaft rotation speed estimation means respectively compare the estimated value of the input shaft rotation speed estimated for each shift stage with the second estimated value by the input shaft rotation speed estimation means. A shift down lower limit value setting means for setting, as a shift down lower limit value, a gear stage having the largest gear ratio among the shift speeds at which the estimated value of the estimated input shaft rotation speed is equal to or less than the second estimated value;
When the first estimated value is larger than the second estimated value, the gear position is switched to the gear position set as the shift down lower limit value, while the first estimated value is less than or equal to the second estimated value. In this case, the transmission control device switches the gear to the selected gear. 2. The transmission control apparatus according to claim 1, wherein the transmission is a planetary gear type gear stage switching that switches a gear stage in a state of being connected to the internal combustion engine by switching connection / disconnection states of a plurality of engagement elements. A transmission comprising a mechanism,
The drive state estimating means sets the input shaft rotation speed of the transmission when the shift speed is switched based on the output shaft rotation speed of the transmission and the gear ratio of each shift speed as a first estimated value for each shift speed. And calculating the input shaft rotation speed of the transmission during the gear change operation as a second estimated value based on the depression amount of the accelerator pedal, and the first estimated value calculated for each gear Of the shift speeds at which the first estimated value is equal to or lower than the second estimated value by comparing with the second estimated value, the shift speed with the largest speed ratio is set as the shift down lower limit value, and the selected When the gear stage is a gear stage having a larger gear ratio than the gear stage set as the shift down lower limit value, the internal combustion engine is driven by the driving force on the driving wheel side as the jump gear shift is executed. To be Control device for a transmission, characterized by. The transmission control device according to claim 1,
The transmission includes a shift speed switching mechanism that switches a shift speed, and a clutch that connects and disconnects transmission of driving force between the shift speed switching mechanism and the internal combustion engine, and shifts while the clutch is released. A transmission that switches gears,
The drive state estimating means sets the input shaft rotation speed of the transmission when the shift speed is switched based on the output shaft rotation speed of the transmission and the gear ratio of each shift speed as a first estimated value for each shift speed. And the engine rotational speed immediately before the clutch is engaged with the shift speed change operation based on the depression amount of the accelerator pedal is calculated as a second estimated value, and the first speed calculated for each shift speed is calculated. The first estimated value and the second estimated value are respectively compared, and among the gear speeds at which the first estimated value is equal to or smaller than the second estimated value, the gear speed with the largest gear ratio is set as the shift down lower limit value. The internal combustion engine is driven by the driving force on the driving wheel side when the interlaced shift is executed when the selected shift stage is a shift stage having a larger gear ratio than the shift stage set as the shift down lower limit value. Be done Control device for a transmission and estimates that become state. The transmission control device according to claim 5 or 6,
If the selected gear is a gear having a larger gear ratio than the gear set as the shift down lower limit, the gear is switched to the gear set as the shift down lower limit. on the other hand,
When the selected gear stage is a gear stage having a smaller gear ratio than the gear stage set as the shift down lower limit value or the same gear stage as the gear stage set as the shift down lower limit value, A transmission control device that switches a gear to the selected gear. The transmission control device according to claim 4,
When the shift down switch is continuously operated a plurality of times with the accelerator pedal depressed, the accelerator pedal of the accelerator pedal immediately before executing the shift stage switching operation with reference to the shift map referred to in the automatic shift mode is referred to. Deriving the gear position corresponding to the amount of depression and the vehicle speed,
The shift stage derived with reference to the shift map is compared with the shift stage set as the shift down lower limit value, and the shift stage derived with reference to the shift map is set as the shift down lower limit value. A transmission control apparatus characterized in that, when the shift speed is smaller than the determined shift speed, the shift speed derived with reference to the shift map is set to the shift down lower limit value.

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