JP2011017380A - Shift control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shift control device performing shift control suitably reflecting acceleration intention and deceleration intention of a driver.SOLUTION: The shift control device for controlling an automatic transmission equipped on a vehicle includes a shift position selection means operated by the drive for selecting a shift position, and an operation element different from the shift position selection means and operated by the driver for allowing an operation amount from an initial position in a movable range. The shift control device performs shift control (S1) in which a first gear ratio preset based on the selected shift position and a traveling state of the vehicle is set as a target gear ratio when an operation amount has a value corresponding to the initial position (S2-N) and performs shift control (S3) in which a gear ratio according to an operation amount from the first gear ratio to a second preset gear ratio is set as a target gear ratio when the operation amount does not have the value corresponding to the initial position (S2-Y).

Description

  The present invention relates to a shift control device, and more particularly to a shift control device that controls an automatic transmission mounted on a vehicle.

  2. Description of the Related Art Conventionally, an automatic transmission of a vehicle is known that has a manual mode in which a driver can select an arbitrary speed ratio (speed stage). For example, Patent Literature 1 includes a set torque ratio selection device that selects and outputs an arbitrary torque ratio from among a plurality of torque ratios set continuously from the minimum torque ratio to the maximum torque ratio. A control device for a vehicle power transmission device is disclosed.

JP-A-6-42626

  Here, in the past, sufficient studies have not been made to enable shift control that appropriately reflects the driver's intention to accelerate or decelerate. For example, in the control device for a vehicle power transmission device of Patent Document 1 described above, when the downshift is performed according to the comparison result between the current torque ratio and the set torque ratio according to the manual setting position of the shift lever, There are cases where the vehicle is shifted and cases where the current torque ratio is maintained, and the driver's intention to accelerate or decelerate may not be appropriately reflected.

  An object of the present invention is to provide a shift control device capable of executing shift control appropriately reflecting a driver's intention to accelerate and decelerate in an automatic transmission mounted on a vehicle.

  A transmission control device according to the present invention is a transmission control device that controls an automatic transmission mounted on a vehicle, and is operated by a driver to select a shift position, and is operated by the driver. The operation amount from the initial position in the movable range is variable, and includes an operation element different from the shift position selection means, and when the operation amount is a value corresponding to the initial position, the selected shift When the shift control is performed with the preset first gear ratio based on the position and the running state of the vehicle as the target gear ratio, and the operation amount is not a value corresponding to the initial position, the first gear ratio is Shift control is performed in which a speed ratio corresponding to the operation amount up to a preset second speed ratio is set to the target speed ratio.

  In the speed change control device of the present invention, the target speed change ratio when the operation amount is large is a value on the second speed ratio side as compared with the target speed change ratio when the operation amount is small. To do.

  In the transmission control apparatus according to the present invention, the automatic transmission is a continuously variable transmission capable of continuously changing a transmission gear ratio.

  In the transmission control apparatus of the present invention, the second transmission ratio is a transmission ratio larger than the first transmission ratio.

  In the shift control device according to the aspect of the invention, the operation element is urged in a direction to decrease the operation amount, and the operation element is in the initial position in a state where the driver does not apply force to the operation element. It is characterized by returning to.

  In the speed change control device of the present invention, the operation element is a pedal that is depressed by the driver, and the operation amount is an amount of depression of the pedal.

  The shift control device according to the present invention includes an operation element that is operated by a driver and has a variable operation amount from an initial position in a movable range, and when the operation amount is a value corresponding to the initial position, the selected shift is performed. The shift control is executed with the preset first gear ratio based on the position and the running state of the vehicle as the target gear ratio. When the operation amount is not a value corresponding to the initial position, the gear ratio is preset from the first gear ratio. Shift control is performed in which the speed ratio corresponding to the operation amount up to the second speed ratio is the target speed ratio. As a result, it is possible to execute shift control that appropriately reflects the driver's intention to accelerate or decelerate.

FIG. 1 is a flowchart showing the operation of the embodiment of the shift control device according to the present invention. FIG. 2 is a block diagram of the shift control apparatus according to the embodiment of the shift control apparatus according to the present invention. FIG. 3 is a diagram showing the arrangement of the shift pedal in the embodiment of the shift control device according to the present invention. FIG. 4 is a diagram illustrating a correspondence relationship between the accelerator opening degree, the vehicle speed, and the target driving force in the embodiment of the shift control device according to the present invention. FIG. 5 is a diagram illustrating a correspondence relationship between the target power and the target control amount in the embodiment of the transmission control apparatus according to the present invention. FIG. 6 is a diagram showing a relationship between the pedal opening degree and the target speed ratio when the first speed ratio is the minimum speed ratio of the continuously variable transmission in the embodiment of the speed change control apparatus according to the present invention. FIG. 7 shows the relationship between the pedal opening and the target speed ratio when the first speed ratio is a value between the minimum speed ratio and the maximum speed ratio of the continuously variable transmission in the embodiment of the speed change control apparatus according to the present invention. It is a figure which shows a relationship. FIG. 8 is a diagram showing the relationship between the pedal opening degree and the change rate of the vehicle acceleration at the time of deceleration in the embodiment of the transmission control apparatus according to the present invention. FIG. 9 is a diagram showing the relationship between the pedal opening degree and the amount of change in vehicle acceleration during acceleration in the embodiment of the speed change control device according to the present invention.

  Hereinafter, an embodiment of a shift control device according to the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

(Embodiment)
The embodiment will be described with reference to FIGS. 1 to 9. The present embodiment relates to a shift control device that controls an automatic transmission mounted on a vehicle. FIG. 1 is a flowchart showing the operation of the embodiment of the speed change control device according to the present invention, FIG. 2 is a block diagram of the speed change control device of the present embodiment, and FIG. 3 is the shift pedal of the speed change control device of the present embodiment. It is a figure which shows arrangement | positioning.

  In the shift control device of the present embodiment, in addition to the accelerator pedal (see reference numeral 7 in FIG. 3) and the brake pedal (see reference numeral 8 in FIG. 3), a shift pedal (see reference numeral 9 in FIG. 3) is provided. This shift pedal 9 can control the transmission ratio of the continuously variable transmission (see reference numeral 2 in FIG. 2). When the shift pedal 9 is stepped on, the gear ratio is changed to a larger gear ratio than before the shift pedal 9 is stepped on.

  Thus, by operating the shift pedal 9 during deceleration, the engine braking force changes, and the deceleration of the vehicle can be controlled as intended by the driver. Further, during the acceleration, the driving force of the vehicle can be controlled to the driver's intention by operating the shift pedal 9 and the accelerator pedal 7 together.

  In FIG. 2, the code | symbol 1 shows an engine (internal combustion engine). The engine 1 is a known internal combustion engine. An intake passage (not shown), a throttle valve that adjusts the flow rate of intake air flowing through the intake passage, a fuel injection device that injects fuel into the intake passage, and an air-fuel mixture in a cylinder are ignited. An ignition device. The throttle valve adjusts the flow area of the intake passage by opening and closing to adjust the flow rate of intake air. The engine 1 burns an air-fuel mixture of air supplied via an intake passage and fuel supplied by a fuel injection device in a cylinder, and converts the generated combustion energy into a rotational motion and outputs it.

  The output torque of the engine 1 is transmitted to a continuously variable transmission (CVT) 2. The continuously variable transmission 2 controls the speed ratio steplessly (continuously) between the minimum speed ratio γmin and the maximum speed ratio γmax, and transmits the output of the engine 1 to a drive shaft (not shown). An output shaft (not shown) of the engine 1 is configured to be connectable to an input shaft (not shown) of the continuously variable transmission 2, and the input rotational speed (input shaft rotational speed) NIN of the continuously variable transmission 2. Corresponds to the engine speed (output shaft speed) Ne.

  A vehicle (not shown) on which the engine 1 and the continuously variable transmission 2 are mounted is provided with a transmission control device 100 that controls the continuously variable transmission 2. The transmission control device 100 includes a first transmission ratio calculation unit 110 and a target control amount calculation unit 120. The transmission control device 100 is configured by a known microcomputer and includes a CPU, a RAM, a ROM, an input port, an output port, and a common bus (not shown). As described below, the shift control device 100 also has a function of controlling the engine 1 and can function as a driving force control device that controls the driving force of the vehicle.

  The speed change control device 100 sets an injection signal, an ignition signal, a valve opening signal, and the like based on a required braking / driving force required for the vehicle that is set based on the driver's will or calculated in the automatic traveling control of the vehicle. Output to the engine 1. These output signals are provided in fuel injection control such as fuel supply amount and injection timing of fuel supplied to the engine 1 by a fuel injection device (not shown), ignition control of an ignition device (not shown), and an intake passage (not shown) of the engine 1. The valve opening control of the throttle valve is performed.

  The first gear ratio calculation unit 110 calculates a first gear ratio γ1 described later based on the accelerator opening (accelerator operation amount) accp and the vehicle speed spd. Accelerator opening degree detection means 3 and vehicle speed detection means 4 are connected to the first gear ratio calculation unit 110. The accelerator opening detection means 3 detects the opening of the accelerator pedal 7 shown in FIG. As shown in FIG. 3, an accelerator pedal 7 and a brake pedal 8 are disposed below the steering wheel 10 in the vehicle interior. The accelerator pedal 7 and the brake pedal 8 are each known. The accelerator pedal 7 is arranged on the right side when viewed from the vehicle rear side with respect to the brake pedal 8. The accelerator opening detection means 3 detects the opening (depression amount) of the accelerator pedal 7, and the detected accelerator opening accp is output to the first gear ratio calculation unit 110.

  The vehicle speed detection means 4 detects the traveling speed of the vehicle. The vehicle speed detection means 4 detects, for example, the rotational speed of the output shaft of the continuously variable transmission 2 corresponding to the vehicle speed spd, and detects the vehicle speed spd based on the detected rotational speed. The vehicle speed spd detected by the vehicle speed detection unit 4 is output to the first gear ratio calculation unit 110.

  As shown in FIG. 3, in addition to the accelerator pedal 7 and the brake pedal 8, a shift pedal (operator) 9 is arranged in the vehicle. As will be described later, the shift pedal 9 is used by the driver to instruct a shift to a different gear ratio with respect to the first gear ratio γ1 set based on the running state and the shift position. The shift pedal 9 is disposed on the left side of the brake pedal 8 when viewed from the vehicle rear side. That is, the shift pedal 9 is disposed on the side opposite to the accelerator pedal 7 side with respect to the brake pedal 8. The shift pedal 9 is preferably arranged at a position where the driver can operate with the left foot (a foot different from the foot that operates the accelerator pedal 7), for example. Similarly to the accelerator pedal 7 and the brake pedal 8, the shift pedal 9 is configured to be depressed by the driver, and is biased by a biasing means such as a spring in the direction opposite to the stepping force. Therefore, when the driver does not depress the shift pedal 9 (does not apply a force exceeding the urging force of the urging means), the shift pedal 9 is at a position where the depression amount is minimized by the urging force of the urging means. Return to (initial position).

  When the driver depresses the shift pedal 9 against the urging force of the urging means, the operation amount from the initial position of the shift pedal 9 increases according to the depressing amount (depressing force). On the other hand, when the driver decreases the depression amount (depression force) with respect to the shift pedal 9, the shift pedal 9 returns toward the initial position by the urging force of the urging means, and the operation amount decreases. That is, the driver can operate the shift pedal 9 to any position in the movable range from the initial position to the position where the stepping amount becomes maximum by adjusting the stepping amount (stepping force). In other words, the shift pedal 9 is configured such that the operation amount from the initial position in the movable range is variable.

  As shown in FIG. 2, the vehicle is provided with a shift pedal operation amount detection means 5 that detects a depression amount (operation amount) of the shift pedal 9. The shift pedal operation amount detection means 5 outputs the detected pedal opening sft, which is the detected depression amount of the shift pedal 9, to the shift control device 100. The pedal opening sft is detected as a larger opening as the amount of depression with respect to the shift pedal 9 increases.

  Further, the vehicle is provided with a shift position sensor 6 for detecting the shift position of the shift lever (shift position selection means) 11. The shift lever 11 is operated by a driver to select a shift position. The shift lever 11 can be a known shift lever, for example, and can be operated to a parking position (P position), reverse position (R position), neutral position (N position), drive position (D position), and the like. It is. The shift position sensor 6 detects which shift position the shift lever 11 is in (which shift position is selected).

  In addition to the above-mentioned position, the continuously variable transmission 2 limits the speed-change region of the speed-up side, and generates an S position that generates an appropriate engine braking force, and a B-position that sets the speed-change region to the deceleration side. It may be configured to be selectable, or may be configured to be able to select an M position that can be sequentially shifted to shift down or up by manual operation. The shift position detected by the shift position sensor 6 is output to the shift control device 100.

  Based on the accelerator opening degree accp detected by the accelerator opening degree detecting means 3 and the vehicle speed spd detected by the vehicle speed detecting means 4, the first speed ratio calculating unit 110 performs the first speed change as described below. The ratio γ1 is calculated. Here, the first speed ratio γ1 is a speed ratio set as a target speed ratio of the continuously variable transmission 2 when the shift pedal 9 is not depressed, and is set in advance based on the running state and the shift position. Value. When the pedal opening degree sft detected by the shift pedal operation amount detection means 5 is a value corresponding to the initial position of the shift pedal 9, gear shift control is executed with the first gear ratio γ1 as the target gear ratio. The

  For example, a case where the drive position is selected will be described. First, the first gear ratio calculation unit 110 first refers to the target driving force with reference to the map shown in FIG. 4 based on the detected accelerator opening degree accp and vehicle speed spd. Ftgt is calculated. FIG. 4 is a diagram showing a correspondence relationship between the accelerator opening degree accp, the vehicle speed spd, and the target driving force Ftgt. In FIG. 4, the horizontal axis represents the vehicle speed spd, and the vertical axis represents the driving force force. Symbols accp1, accp2, and accp3 are curves showing the relationship between the vehicle speed spd and the target driving force Ftgt according to the accelerator opening degree accp. The accelerator opening degree accp has a large value in the order of accp1 to accp3. As shown in FIG. 4, the target driving force Ftgt is calculated as a larger value as the accelerator opening degree accp becomes larger with respect to a predetermined vehicle speed spd.

  Next, the first gear ratio calculation unit 110 calculates a target power (target output) P of the engine 1 based on the target driving force Ftgt and the vehicle speed spd. The first gear ratio calculation unit 110 calculates the target power P by multiplying the target driving force Ftgt and the vehicle speed spd. The first gear ratio calculation unit 110 calculates the first gear ratio γ1 based on the calculated target power P and the vehicle speed spd with reference to the map shown in FIG. FIG. 5 is a diagram illustrating a correspondence relationship between the target power P and the target control amount. In FIG. 5, the horizontal axis represents the engine speed Ne, and the vertical axis represents the output torque (engine torque) TE of the engine 1. Reference numerals P1, P2, and P3 indicate equal power lines at which the output (power) of the engine 1 becomes equal. When the operating point (combination of the rotational speed Ne and the output torque TE) of the engine 1 is on the same equal power line, the output (power) of the engine 1 becomes equal. The output of the engine 1 becomes a large value in the order of the equal power line indicated by reference sign P1 to the equal power line indicated by reference sign P3.

  Reference numeral 200 indicates an optimum fuel consumption line of the engine 1. The optimum fuel consumption line 200 indicates a driving region in which the engine 1 can be operated (effectively) with the optimum fuel consumption. When the operating point of the engine 1 is on the optimum fuel consumption line 200, the engine 1 can be operated with priority on fuel consumption. In the present embodiment, the target engine speed and the target engine torque are calculated from the necessary power (target power P) and the optimum fuel consumption line 200. For example, when the equal power line corresponding to the target power P is indicated by the symbol P2, the value indicated by the symbol Ne1 is the target engine rotation speed, and the value indicated by the symbol TE1 is the target engine torque. In other words, the target operating point of the engine 1 is the point indicated by the symbol X1.

  Further, the first input rotational speed nin1 is set as the input rotational speed NIN of the continuously variable transmission 2 corresponding to the target engine rotational speed. The first speed ratio γ1 can be obtained as a ratio between the first input rotational speed nin1 and the rotational speed of the output shaft of the continuously variable transmission 2. That is, the first speed ratio γ1 of the continuously variable transmission 2 is calculated based on the target power P and the optimum fuel consumption line 200. The first gear ratio calculation unit 110 outputs the calculated target engine rotation speed, target engine torque, and first gear ratio γ1 to the target control amount calculation unit 120. When a travel position different from the drive position is selected, the first speed ratio γ1 corresponding to the travel state is set based on a preset shift line corresponding to each position.

  The calculation method of the first speed ratio γ1 described here is an example, and the first speed ratio γ1 may be calculated by another method based on the running state. Further, the first speed ratio γ1 may be corrected according to other requests such as vehicle control. That is, the first speed ratio γ1 may be the target speed ratio of the continuously variable transmission 2 that is automatically set by the speed change control device 100 when the shift pedal 9 is not depressed.

  The target control amount calculation unit 120 sets target values of control amounts for the engine 1 and the continuously variable transmission 2. The target control amount calculation unit 120 includes a target engine speed, a target engine torque, a first speed ratio γ1 calculated by the first gear ratio calculation unit 110, and a pedal opening detected by the shift pedal operation amount detection means 5. The degree sft is input.

  When the pedal opening degree sft of the shift pedal 9 is 0, that is, the target control amount calculation unit 120 is not depressed by the driver, and the shift pedal 9 is not applied with force by the driver. If the current position is at the initial position, the target engine speed, the target engine torque, and the first speed ratio γ1 input from the first speed ratio calculation unit 110 are directly used as the target control amount. The target control amount calculation unit 120 outputs the first input rotation speed nin1 as a command value of the input rotation speed NIN of the continuously variable transmission 2, and thereby the first transmission ratio γ1 is set as the target in the continuously variable transmission 2. Shift control using the gear ratio is performed. In addition, the target control amount calculation unit 120 outputs an injection signal, an ignition signal, a valve opening signal, and the like to the engine 1 so as to realize the target engine rotation speed and the target engine torque.

  On the other hand, when the shift pedal 9 is depressed by the driver, that is, when the pedal opening sft is not a value corresponding to the initial position of the shift pedal 9, the target control amount calculation unit 120 responds to the pedal opening sft. Thus, the target speed ratio of the continuously variable transmission 2 is set to a speed ratio larger than the first speed ratio γ1. That is, as will be described below with reference to FIGS. 6 and 7, the larger the pedal opening sft of the shift pedal 9, the larger the target speed ratio is set compared to the first speed ratio γ1. . FIG. 6 is a diagram showing the relationship between the pedal opening degree sft and the target speed ratio when the first speed ratio γ1 is the minimum speed ratio γmin of the continuously variable transmission 2, and FIG. It is a figure which shows the relationship between the pedal opening degree sft and the target gear ratio when it is a value between the minimum gear ratio (gamma) min and the maximum gear ratio (gamma) max of the step transmission.

  6 and 7, the horizontal axis indicates the pedal opening sft of the shift pedal 9, and the vertical axis indicates the gear ratio of the continuously variable transmission 2. The symbol γmax indicates the maximum gear ratio (second gear ratio) that is the maximum value of the gear ratio of the continuously variable transmission 2, and the symbol γmin indicates the minimum gear ratio that is the minimum value of the gear ratio of the continuously variable transmission 2. . Here, the maximum speed ratio γmax is the maximum speed ratio that can be set in the continuously variable transmission 2, and the minimum speed ratio γmin is the minimum speed ratio that can be set in the continuously variable transmission 2. In FIG. 6, the first speed ratio γ1 matches the minimum speed ratio γmin, and in FIG. 7, the first speed ratio γ1 is a value between the minimum speed ratio γmin and the maximum speed ratio γmax. .

  Reference numeral 201 in FIG. 6 and reference numeral 202 in FIG. 7 indicate the relationship between the pedal opening sft and the target gear ratio of the continuously variable transmission 2. As shown in FIG. 6, the target speed ratio is set to a value between the first speed ratio γ1 and the maximum speed ratio γmax. When the pedal opening sft is 0% (that is, when the shift pedal 9 is not depressed), the first gear ratio γ1 is set as the target gear ratio, and the pedal opening sft is 100% (maximum). ), The maximum gear ratio γmax is set as the target gear ratio. When the pedal opening sft is a value between 0% and 100%, the target gear ratio is set as a value larger than the first gear ratio γ1 and smaller than the maximum gear ratio γmax, and When the pedal opening sft is large, the target gear ratio is set as a value on the maximum gear ratio γmax side as compared with the case where the pedal opening sft is small. In other words, when the driver depresses the shift pedal 9 largely (deeply), the target gear ratio is greater than that from the first gear ratio γ1 to the maximum gear ratio γmax compared to when the driver depresses the shift pedal 9 small (shallowly). It is set as a large gear ratio. In other words, when the shift pedal 9 is depressed (the pedal opening sft is not a value corresponding to the initial position), the gear ratio according to the pedal opening sft between the first gear ratio γ1 and the maximum gear ratio γmax. Is set as the target gear ratio, and the shift control based on the target gear ratio is executed.

  As a result, the driver adjusts the depression amount of the shift pedal 9 so that the continuously variable transmission 2 is set to an arbitrary gear ratio from the first gear ratio γ1 before the shift pedal 9 is depressed to the maximum gear ratio γmax. It can be shifted.

  The same applies when the first speed ratio γ1 is a value between the maximum speed ratio γmax and the minimum speed ratio γmin. As shown in FIG. 7, the target speed ratio is changed from the first speed ratio γ1 to the maximum speed ratio. It is set to a value up to γmax. When the pedal opening degree sft is 0%, the first speed ratio γ1 is set as the target speed ratio, and when the pedal opening degree sft is 100%, the maximum speed ratio γmax is set as the target speed ratio. When the pedal opening sft is a value between 0% and 100%, the target gear ratio is set as a value larger than the first gear ratio γ1 and smaller than the maximum gear ratio γmax, and the pedal When the opening sft is large, the target gear ratio is set as a value on the maximum gear ratio γmax side as compared with the case where the pedal opening sft is small.

  Here, the difference between the case of FIG. 6 and the case of FIG. 7 is the ratio of the change in the target gear ratio to the change in the pedal opening sft. The smaller the first gear ratio γ1 is, the larger the amount of change in the target gear ratio with respect to a constant change in pedal opening sft. Therefore, when the gear ratio of the continuously variable transmission 2 is a small gear ratio, when the shift pedal 9 is depressed, the gear ratio is changed by a large amount of change with respect to the previous gear ratio even with a small depression amount. be able to. That is, it is possible to quickly shift gears up to a large gear ratio with a single depression of the shift pedal 9. On the other hand, when the gear ratio of the continuously variable transmission 2 is a relatively large gear ratio, when the shift pedal 9 is depressed, the gear ratio can be changed in small increments according to the depression amount. That is, when the gear ratio is already large to some extent, the gear ratio can be finely adjusted by depressing the shift pedal 9 when a larger gear ratio is desired.

  By changing the target speed ratio to a value different from the first speed ratio γ1, the target operating point of the engine 1 is also shifted. When the target speed ratio is set to a value larger than the first speed ratio γ1, the target engine speed also increases. For example, when the target engine speed corresponding to the first gear ratio γ1 is the value indicated by reference numeral Ne1 in FIG. 5, when the shift pedal 9 is depressed, the target operating point is higher than the point indicated by reference numeral X1. The engine speed Ne is shifted to the increasing side. For example, as shown by an arrow Y1, the target control amount calculation unit 120 shifts the target operating point while keeping the engine torque TE constant.

  The target control amount calculation unit 120 sets the target engine rotation speed and the target engine torque to values corresponding to the changed target operating point. Then, the target control amount calculation unit 120 outputs to the engine 1 an injection signal, an ignition signal, a valve opening signal, and the like based on the changed target engine speed and target engine torque. In parallel with this, the target control amount calculation unit 120 outputs the target gear ratio to the continuously variable transmission 2. Thereby, the control of the engine 1 and the continuously variable transmission 2 that realizes the target gear ratio according to the pedal opening sft of the shift pedal 9 is executed. When the upper limit value of the gear ratio is set according to the vehicle speed spd and the like, and the set target gear ratio exceeds the upper limit value, shifting to a gear ratio larger than the upper limit value is prohibited. You may be made to do. For example, when the actual control gear ratio reaches the above upper limit while the target control amount calculation unit 120 increases the transmission gear ratio so as to achieve the target transmission gear ratio, the target control amount calculation unit 120 further increases the transmission gear ratio. Is prohibited.

  By stepping on the shift pedal 9 and shifting to a large gear ratio in the continuously variable transmission 2, the deceleration is increased during deceleration and the acceleration is increased during acceleration, as will be described below with reference to FIGS. Can do. FIG. 8 is a diagram illustrating the relationship between the pedal opening sft during deceleration and the vehicle acceleration change allowance Δ, and FIG. 9 is a diagram illustrating the relationship between the pedal opening sft during acceleration and the vehicle acceleration change Δ. is there.

  FIG. 8 shows an example of the relationship between the pedal opening degree sft and the vehicle acceleration change allowance Δ when the engine torque is constant or the fuel cut is in progress (when driven). If the gear ratio is increased during deceleration, the engine friction increases due to an increase in the engine speed Ne. As a result, after the shift pedal 9 is depressed and a shift is made, the vehicle acceleration is decreased (the vehicle deceleration is increased) compared to before the depression. Further, when the pedal opening sft of the shift pedal 9 is large, the gear ratio is changed to a larger value as compared with the case where the pedal opening sft is small, so that the vehicle acceleration is greatly reduced. Therefore, the driver can achieve an appropriate deceleration by adjusting the amount of depression of the shift pedal 9 according to the desired deceleration.

  FIG. 9 shows an example of the relationship between the pedal opening sft and the vehicle acceleration change allowance Δ when accelerating (driving) and the engine torque is constant. If the gear ratio is increased during acceleration, the output torque increases by the increase in the gear ratio. As a result, the vehicle acceleration increases after the shift pedal 9 is depressed and a gear shift is made, compared to before the depression. Further, when the pedal opening degree sft of the shift pedal 9 is large, the gear ratio is changed to a larger value than when the pedal opening degree sft is small, so that the vehicle acceleration is greatly increased. Therefore, the driver can realize an appropriate acceleration by adjusting the depression amount of the shift pedal 9 according to the desired acceleration.

  In the examples shown in FIGS. 8 and 9, the relationship between the pedal opening sft and the change rate Δ of the vehicle acceleration is linear. Thus, the relationship between the pedal opening sft and the target gear ratio of the continuously variable transmission 2 (FIG. 6) so that the ratio of the change amount of the change amount Δ of the vehicle acceleration to the change amount of the pedal opening sft is constant. If it is set, the driver can easily know how much the shift pedal 9 should be depressed to achieve the desired acceleration / deceleration.

  When the shift pedal 9 is turned off from the state in which the shift pedal 9 is depressed (the pedal opening sft becomes 0), the manual control of the gear ratio returns to the automatic control. In other words, when the pedal opening sft becomes 0, the speed change control device 100 returns to automatic control of the speed ratio based on the shift position and the running state of the vehicle, and the first speed ratio γ1 calculated as needed is the target speed ratio. Set as

  Here, the operation of the present embodiment will be described with reference to FIG. The flowchart shown in FIG. 1 is repeatedly executed at predetermined intervals when the vehicle is traveling.

  First, in step S1, automatic transmission ratio control is started by the transmission control device 100. The first gear ratio calculation unit 110 calculates the target driving force Ftgt and the target power P based on the accelerator opening degree accp and the vehicle speed spd, and the first speed change based on the calculated target power P and the optimum fuel consumption line 200. The ratio γ1 is set. The target control amount calculation unit 120 starts gear shift control using the first gear ratio γ1 set by the first gear ratio calculation unit 110 as the target gear ratio.

  Next, in step S2, the shift control device 100 determines whether or not the pedal operation of the shift pedal 9 is ON. The target control amount calculation unit 120 performs the determination in step S <b> 2 based on the signal output from the shift pedal operation amount detection means 5. If the pedal opening degree sft output from the shift pedal operation amount detection means 5 is a value indicating that the driver has operated the pedal, an affirmative determination is made in step S2. Specifically, the target control amount calculation unit 120 makes an affirmative determination when the pedal opening sft is a value greater than 0%. As a result of the determination in step S2, if it is determined that the pedal operation is ON (step S2-Y), the process proceeds to step S3. If not (step S2-N), the control flow ends.

  In step S <b> 3, manual control of the transmission ratio is executed by the transmission control device 100. As described with reference to FIG. 6 and FIG. 7, the target control amount calculation unit 120 performs the shift control of the continuously variable transmission 2 using a value larger than the first gear ratio γ1 and not more than the maximum gear ratio γmax as the target gear ratio. I do. This target speed change ratio is set as a large speed change ratio when the pedal opening degree sft is large, compared to when the pedal opening degree sft is small.

  Next, in step S4, the shift control device 100 determines whether or not the shift pedal 9 has been released. The target control amount calculation unit 120 affirms in step S4 when the pedal opening sft output from the shift pedal operation amount detection means 5 is a value (0) indicating that the driver does not operate the pedal. judge. As a result of the determination, when it is determined that the shift pedal 9 is released (step S4-Y), the present control flow ends. Otherwise (step S4-N), the process proceeds to step S3, and the gear ratio is changed. Manual control is executed.

  As described above, according to the present embodiment, when the shift pedal 9 is depressed, the gear ratio is shifted to a larger gear ratio than the first gear ratio γ1 before the depression operation is performed. Further, as the pedal opening sft of the shift pedal 9 is larger, the gear is shifted to a larger gear ratio. As a result, it is possible to perform shift control that appropriately reflects the driver's intention to accelerate or decelerate.

  Since the manual operation of the gear ratio is performed by depressing the shift pedal 9, the manual operation of the gear ratio can be easily performed even in a scene where a steering wheel operation is required, such as when driving on a curve, and drivability is improved. Further, the shift pedal 9 can be operated with the other foot without hindering the accelerator operation or the brake operation. A new operation method of performing a shift operation by depressing the pedal is provided to the driver, and the added value of driving pleasure can be improved.

  In sequential shifts, etc., the gear ratio (shift speed) to be instructed is changed according to the number of operations on the shift lever, etc., so that multiple operations may be required to instruct the desired gear ratio. In the embodiment, since the speed ratio is instructed by the operation amount with respect to the shift pedal 9, a desired speed ratio can be instructed to the continuously variable transmission 2 by one operation, and the operability is improved. . In sequential shift, etc., the shift lever is moved to the manual position from when it was set to the drive position until the desired gear ratio was instructed by manual shift, and further upshift or downshift shift operations were performed. In contrast to this, in the present embodiment, the shift ratio to the manual control mode and the gear ratio command can be simultaneously performed by simply depressing the shift pedal 9. Thus, according to the shift control device 100 of the present embodiment, it is possible to reduce the burden on the driver accompanying the manual shift operation.

(First Modification of Embodiment)
In the above embodiment, the case where the operation element for instructing the gear ratio is the shift pedal 9 has been described as an example, but the operation element is not limited to the pedal. If the operation amount from the initial position can be variably operated, it can be used as an operator instead of the shift pedal 9 of the above embodiment.

(Second Modification of Embodiment)
In the above embodiment, when the shift pedal 9 is depressed, the gear ratio is changed to a larger gear ratio than the gear ratio before the depression operation is performed. Instead, the gear shift before the depression operation is performed. The gear may be shifted to a smaller gear ratio compared to the ratio.

(Third Modification of Embodiment)
Although the case where the automatic transmission is the continuously variable transmission 2 has been described in the above embodiment, the automatic transmission may be a stepped one (for example, AT). In this case, when the shift pedal 9 is depressed, the gear is shifted to a gear position having a large gear ratio (on the low speed side) as compared with the gear position before the depression operation is performed. When the pedal opening sft is large, the gear is shifted to a gear stage having a larger gear ratio than when the pedal opening sft is small.

(Fourth modification of the embodiment)
In the above embodiment, the maximum speed ratio γmax is the maximum value of the mechanical (design) speed ratio in the continuously variable transmission 2, and is a fixed value. Instead, the maximum speed ratio γmax is It may be variable.

DESCRIPTION OF SYMBOLS 1 Engine 2 Continuously variable transmission 3 Accelerator opening degree detection means 4 Vehicle speed detection means 5 Shift pedal operation amount detection means 6 Shift position sensor 7 Accelerator pedal 8 Brake pedal 9 Shift pedal 10 Steering wheel 11 Shift lever 100 Shift control device 110 First Gear ratio calculation unit 120 Target control amount calculation unit 200 Optimal fuel consumption line Ne Engine speed NIN Input rotation speed TE Engine torque accp Accelerator opening spd Vehicle speed sft Pedal opening γ1 First gear ratio γmin Minimum gear ratio γmax Maximum gear ratio

Claims (6)

A shift control device for controlling an automatic transmission mounted on a vehicle,
Shift position selection means that is operated by the driver to select the shift position;
An operation element that is operated by the driver and has a variable operation amount from an initial position in a movable range, different from the shift position selection unit,
When the manipulated variable is a value corresponding to the initial position, gear shift control is executed with a preset first gear ratio based on the selected shift position and the running state of the vehicle as a target gear ratio. ,
When the manipulated variable is not a value corresponding to the initial position, shift control is performed in which the target gear ratio is a gear ratio corresponding to the manipulated variable between the first gear ratio and a preset second gear ratio. A speed change control device that is executed. The shift control apparatus according to claim 1, wherein
The speed change control apparatus, wherein the target speed change ratio when the operation amount is large is a value on the second speed ratio side as compared with the target speed change ratio when the operation amount is small. The shift control device according to claim 1 or 2,
The automatic transmission is a continuously variable transmission capable of continuously changing a gear ratio. The transmission control device according to any one of claims 1 to 3,
The gear change control device, wherein the second gear ratio is a gear ratio larger than the first gear ratio. The shift control apparatus according to any one of claims 1 to 4,
The operation element is biased in a direction to decrease the operation amount, and the operation element returns to the initial position when the driver does not apply a force to the operation element. Control device. The transmission control apparatus according to any one of claims 1 to 5,
The shift control device, wherein the operation element is a pedal that is depressed by the driver, and the operation amount is an amount of depression of the pedal.

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