JP2017096432A - Vehicular inter-vehicle distance controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular inter-vehicle distance controller capable of performing downshift at proper timing to secure safety and improve fuel economy, in inter-vehicle distance control.SOLUTION: A gear change control unit 43 of an inter-vehicle distance control unit 40, when a shift stage of a transmission 4 is a predetermined stage or larger (S1), a vehicle 1 is traveling in an inter-vehicle distance control execution state (S2), fuel injection amount limit with a specified value or larger is executed to keep an inter-vehicle distance (S3), and auxiliary braking force with a specified value or larger is applied (S4), executes downshift (S5).SELECTED DRAWING: Figure 2

Description

  The present invention relates to an inter-vehicle distance control device for a vehicle, and more particularly to inter-vehicle distance control for following a preceding vehicle while keeping the inter-vehicle distance constant.

  In recent years, for the purpose of reducing driver's burden, etc., so-called auto-cruise control that automatically runs while keeping the vehicle speed specified by the driver, and the vehicle speed is adjusted to maintain the distance between the host vehicle and the preceding vehicle. Vehicles having functions such as inter-vehicle distance control have been developed.

  A large vehicle such as a truck is provided with an auxiliary brake that applies braking force by increasing friction with respect to the engine, such as an exhaust brake, in addition to a main brake that applies braking force to wheels.

  For example, in Patent Document 1, when the accelerator pedal is used frequently, the operation strength of the auxiliary brake is reduced, thereby preventing a wave-like driving that repeats sudden acceleration and rapid deceleration while preventing the inter-vehicle distance from the preceding vehicle. Has disclosed a brake control technique for prohibiting a decrease in the operating strength of the auxiliary brake when the engine speed is short.

JP 2014-134156 A

  In the technique of the above-mentioned patent document 1, it is possible to perform downshifting along with the operation of the auxiliary brake, and the vehicle includes an operation switch that enables downshifting when the auxiliary brake is activated. When the intention switch for downshifting when the auxiliary brake is operated is displayed by the operation switch, the downshift is executed together with the operation of the auxiliary brake. When the intention is not displayed, the downshift is performed. Is not configured.

  However, in the inter-vehicle distance control, if the inter-vehicle distance with the preceding vehicle is shortened, there is a risk of a collision. Therefore, it is necessary to quickly decelerate regardless of the driver's switch operation. On the other hand, if the vehicle is suddenly decelerated, it becomes necessary to accelerate again, and wasteful energy is consumed accordingly, which may worsen fuel consumption.

  The present invention has been made to solve such problems, and its purpose is to improve fuel efficiency while ensuring safety by shifting down at an appropriate time in inter-vehicle distance control. Another object of the present invention is to provide an inter-vehicle distance control device that can be used.

  SUMMARY An advantage of some aspects of the invention is to solve at least a part of the problems described above, and the invention can be implemented as the following aspects or application examples.

  (1) An inter-vehicle distance control device for a vehicle according to this application example is an inter-vehicle distance control device for a vehicle in which an engine as a drive source is connected to an automatic transmission, and detects engine speed. In order to adjust the inter-vehicle distance between the number detection means, the auxiliary brake means for increasing the friction applied to the engine and braking the vehicle, and the preceding vehicle traveling in front of the host vehicle, the engine speed detection means The inter-vehicle distance between the fuel injection amount limiting means for limiting the fuel injection amount of the engine and the preceding vehicle traveling in front of the host vehicle is adjusted so as to reduce the detected engine rotational speed to a predetermined target rotational speed. Therefore, the auxiliary brake control means for operating the auxiliary brake means, the engine speed detected by the engine speed detecting means and the predetermined target speed And the difference is greater than a predetermined threshold value, and when in the situation in which operation is performed in the auxiliary brake means by said auxiliary brake control unit, and a shift control means for shifting down said automatic transmission.

  (2) In the inter-vehicle distance control apparatus for a vehicle according to this application example, in the above (1), the auxiliary brake means can set the degree of braking force stepwise, and the shift control means When the setting of the means is equal to or greater than a predetermined level, the automatic transmission may be shifted down.

  (3) In the inter-vehicle distance control device according to this application example, in the above (1) or (2), when the shift control unit shifts up the automatic transmission after the automatic transmission is shifted down When the upshift condition during normal driving of the vehicle is satisfied in a state where a predetermined time has elapsed since the operation of the auxiliary brake means was released, May be shifted up.

  According to the present invention using the above means, by performing a downshift at an appropriate time in inter-vehicle distance control, fuel efficiency can be improved while ensuring safety.

It is a schematic block diagram which shows the drive system of the vehicle provided with the inter-vehicle distance control apparatus of the vehicle in one Embodiment of this invention. It is a flowchart which shows the downshift control routine which the transmission control part of the inter-vehicle distance control apparatus of the vehicle in one Embodiment of this invention performs. It is a flowchart which shows the upshift control routine which the speed-change control part of the inter-vehicle distance control apparatus of the vehicle in one Embodiment of this invention performs.

  Hereinafter, an embodiment of a vehicle inter-vehicle distance control apparatus embodying the present invention will be described.

  FIG. 1 is a schematic configuration diagram showing a drive system of a vehicle provided with an inter-vehicle distance control device for a vehicle according to the present embodiment. The configuration of the present embodiment will be described with reference to FIG.

  The vehicle 1 in this embodiment is a truck, and a diesel engine (hereinafter referred to as an engine) 2 is mounted as a traveling power source. An input shaft 4 a of an automatic transmission (hereinafter simply referred to as a transmission) 4 is connected to the output shaft 2 a of the engine 2 via a clutch device 3, and the rotation of the engine 2 is transmitted to the transmission 4 when the clutch device 3 is connected. It has come to be. The transmission 4 is based on, for example, a manual transmission having 12 forward speeds and 1 reverse speed. As described below, the speed change operation and the connection / disconnection operation of the clutch device 3 associated with the speed change are performed. This is an automated so-called AMT (Automated Manual Transmission).

  The clutch device 3 is configured as a friction clutch that is connected to the flywheel 5 by press-contacting the clutch plate 6 with a pressure spring 7 while being disconnected by separating the clutch plate 6 from the flywheel 5. An air cylinder 9 is connected to the clutch plate 6 via an outer lever 8, and an air tank 12 filled with compressed air is connected to the air cylinder 9 via an air passage 11 in which an electromagnetic valve 10 is interposed.

  When the solenoid valve 10 is opened, compressed air is supplied from the air tank 12 to the air cylinder 9 through the air passage 11, and the air cylinder 9 is operated to separate the clutch plate 6 from the flywheel 5 through the outer lever 8. Thus, the clutch device 3 is switched from the connected state to the disconnected state. On the other hand, when the solenoid valve 10 is closed, the air cylinder 9 stops operating due to the stop of the supply of compressed air, so that the clutch plate 6 is pressed against the flywheel 5 by the pressure spring 7, and the clutch device 3 is thereby released from the disconnected state. Switch to connected state. As described above, the air cylinder 9 is operated according to the opening and closing of the electromagnetic valve 10, and the clutch device 3 can be automatically connected and disconnected.

  The transmission 4 is provided with a gear shift unit 13 for switching the gear stage. Although not shown, the gear shift unit 13 includes a plurality of air cylinders that operate shift forks corresponding to the respective gear stages in the transmission 4, and It incorporates multiple solenoid valves that actuate the air cylinder. The gear shift unit 13 is connected to the above-described air tank 12 through an air passage 14, and compressed air from the air tank 12 is supplied to a corresponding air cylinder in response to opening and closing of each solenoid valve, and the air cylinder is operated. When the corresponding shift fork is switched, the gear position of the transmission 4 is shifted according to the switching operation. In this way, the air cylinder is operated in accordance with the opening / closing of the electromagnetic valve of the gear shift unit 13, and the transmission 4 can be automatically operated for shifting. In the present embodiment, the clutch device 3 and the transmission 4 are mainly operated by air, but the operation method is not limited to this, and for example, hydraulic pressure may be used.

  In the vehicle 1, an ECU (control unit) including an input / output device (not shown), a storage device (ROM, RAM, etc.) used for storing control programs and control maps, a central processing unit (CPU), a timer counter, etc. ) 20 is installed, and comprehensive control of the engine 2, the clutch device 3, and the transmission 4 is performed.

  On the input side of the ECU 20, for example, a lever position sensor 21 that detects a switching position of the shift lever 15 provided in the driver's seat, an accelerator sensor 22 that detects an operation amount (accelerator opening) of the accelerator pedal 16, and a brake pedal 17. A brake switch 23 for detecting the operation of the vehicle, a gear sensor 24 for detecting the current gear of the transmission 4, a gradient sensor 25 for detecting the gradient of the road surface on which the vehicle 1 is traveling, and the engine speed from the rotational speed of the engine 2. An engine speed sensor 26 that detects the vehicle speed, a vehicle speed sensor 27 that is provided on the output shaft 4b of the transmission 4 to detect the vehicle speed from the output shaft rotational speed, an acceleration sensor 28 that detects the acceleration of the vehicle 1, and an inter-vehicle distance from the preceding vehicle Sensors such as an inter-vehicle distance sensor 29 for measuring the distance are connected. The inter-vehicle distance sensor 29 is, for example, a laser radar or a millimeter wave radar.

  Further, the electromagnetic valve 10 of the clutch device 3 and the electromagnetic valves of the gear shift unit 13 are connected to the output side of the ECU 20, and the fuel injection valve of the engine 2 is connected, although not shown. . In addition, you may make it provide ECU for exclusive use of engine control separately from ECU20, for example, without controlling comprehensively by single ECU20 in this way.

  For example, the ECU 20 calculates the fuel injection amount to each cylinder of the engine 2 from a map (not shown) based on the engine speed detected by the engine speed sensor 26 and the accelerator opening detected by the accelerator sensor 22. The fuel injection timing is calculated from a map (not shown) based on the engine speed and the fuel injection amount. Based on these calculated values, the engine 2 is operated while controlling the fuel injection valve of each cylinder.

  Further, the ECU 20 executes the automatic shift mode when the shift of the shift lever 15 to the D (drive) range is detected by the lever position sensor 21, and a preset shift map based on the accelerator opening, the vehicle speed, and the like. To calculate the target gear position. Then, while opening / closing the electromagnetic valve 10 of the clutch device 3 and connecting / disconnecting the clutch device 3 by the air cylinder 9, the predetermined electromagnetic valve of the gear shift unit 13 is opened / closed and the corresponding shift fork is switched by the air cylinder. Thus, the vehicle shifts to the target shift stage, and the vehicle is always driven with an appropriate shift stage.

  The shift position that can be selected by the shift lever 15 includes a P (parking) range selected during parking, a N (neutral) range in which the gear of the transmission 4 is neutral, a D (drive) range selected during forward travel, There are an R (reverse) range that is selected during reverse travel, an M (manual) range that allows manual shift-up or shift-down.

  The vehicle 1 also includes an auxiliary brake switch 30 that turns on and off the control of the auxiliary brake 18 (auxiliary brake means) by the operation of the driver. The auxiliary brake 18 generates a braking force other than the main brake 19 that applies a braking force to the wheel in response to an operation of the brake pedal 17. Specifically, the auxiliary brake 18 includes an exhaust brake, a compression release brake of the engine 2, a retarder. The friction applied to the engine 2 is increased. The auxiliary brake switch 30 is a switch that can set the degree of braking force by the auxiliary brake 18 in stages. In the present embodiment, the auxiliary brake switch 30 can be set from 1 to 4 in order from a weak level.

  Furthermore, the ECU 20 can perform auto-cruise control for controlling the engine 2 so as to maintain the target vehicle speed set by the driver. When a target vehicle speed is set by operating an auto cruise control execution switch (not shown) by the driver, the ECU 20 accelerates the engine 2 by controlling the torque and braking force of the engine 2 so as to keep the vehicle speed within a certain range from the target vehicle speed. And decelerate.

  The ECU 20 controls the torque and braking force of the engine 2 so that the distance between the preceding vehicle and the preceding vehicle is maintained within a certain range when the preceding vehicle is in front of the host vehicle during traveling based on auto-cruise control. A distance control unit 40 is provided.

  Specifically, the inter-vehicle distance control unit 40 includes a fuel injection amount limiting unit 41 (fuel injection amount limiting unit), an auxiliary brake control unit 42 (auxiliary brake control unit), and a shift control unit 43 (shift control unit). doing.

  The fuel injection amount restriction unit 41 restricts the fuel injection amount of the engine 2 and reduces the output of the engine 2 when the inter-vehicle distance between the host vehicle and the preceding vehicle is less than a first predetermined distance. Decelerate 1 At this time, the fuel injection amount limiting unit 41 limits the fuel injection amount using the engine speed, the fuel injection amount, the engine torque, or the like as an index.

  For example, when the engine speed is used as an index, the fuel injection amount limiting unit 41 causes the fuel to decrease to the target engine speed (T_NE) with respect to the current engine speed (NE) detected by the engine speed sensor 26. Reduce injection volume.

  Alternatively, when the fuel injection amount is used as an index, the fuel injection amount restriction unit 41 restricts the target fuel injection amount (Qfin) with respect to the current fuel injection amount (Qfin) when the inter-vehicle distance is less than the first predetermined distance. The fuel injection amount is decreased so as to decrease to T_Qfin).

  Further, when the engine torque is used as an index, the fuel injection amount restriction unit 41 restricts the target fuel injection amount (T_Teg) with respect to the current engine torque (Teg) when the inter-vehicle distance is less than the first predetermined distance. The fuel injection amount is decreased so as to decrease.

  Subsequently, the auxiliary brake control unit 42 automatically activates the auxiliary brake 18 when the inter-vehicle distance between the host vehicle and the preceding vehicle becomes less than a second predetermined distance that is shorter than the first predetermined distance. Decelerate 1 The first predetermined distance and the second predetermined distance may be variable thresholds depending on the vehicle speed or the like.

  Furthermore, the shift control unit 43 decelerates the vehicle 1 by shifting down the transmission 4 through the gear shift unit 13 and increasing the braking force by the engine brake when a predetermined condition is satisfied.

  Specifically, referring to FIG. 2, there is shown a flowchart representing a downshift control routine executed by the shift control unit, and the control will be described in detail along the same flowchart.

  First, as step S1, the shift control unit 43 determines whether or not the current shift speed of the transmission 4 detected by the shift speed sensor 24 is equal to or greater than a predetermined speed. When the determination result is false (No), that is, when the shift speed is less than the predetermined speed, the reduction ratio is large and sufficient engine braking force or the like can be generated without downshifting. Return to the routine without downshifting. On the other hand, if the determination result is true (Yes), the process proceeds to the next step S2.

  In step S <b> 2, the shift control unit 43 determines whether or not the vehicle 1 is traveling in a state where the inter-vehicle distance control unit 40 performs the inter-vehicle distance control. When the determination result is false (No), that is, when there is no preceding vehicle, or when the auto cruise control execution switch is in an off state, the inter-vehicle distance control is not performed, and the routine is returned. . On the other hand, if the determination result is true (Yes), the process proceeds to the next step S3.

  In step S <b> 3, the shift control unit 43 determines whether or not the fuel injection amount restriction unit 41 is in a state where the fuel injection amount restriction equal to or greater than a specified value is executed to maintain the inter-vehicle distance. Specifically, the fuel injection amount restriction equal to or greater than the specified value is set according to an index used when the fuel injection amount is restricted in the fuel injection amount restriction unit 41.

  For example, when the fuel injection amount limiting unit 41 uses the engine speed as an index, the difference between the above-described current engine speed (NE) and the target engine speed (T_NE) is equal to or greater than a predetermined threshold (A_NE). (NE−T_NE ≧ A_NE), it is determined that the fuel injection amount restriction equal to or greater than the specified value is executed. Similarly, when the inter-vehicle distance control unit 40 uses the fuel injection amount as an index, the difference between the current fuel injection amount (Qfin) and the target fuel injection amount (T_Qfin) is equal to or greater than a predetermined threshold (A_Qfin). (Qfin−T_Qfin ≧ A_Qfin), it is determined that the fuel injection amount restriction equal to or greater than the specified value is executed. Further, when the inter-vehicle distance control unit 40 uses the engine torque as an index, when the difference between the current engine torque (Teg) and the target engine torque (T_Teg) described above is equal to or greater than a predetermined threshold (A_Teg) (Teg−T_Teg) ≧ A_Teg), it is determined that the fuel injection amount restriction equal to or greater than the specified value is executed.

  Even if the fuel injection amount restriction is not executed beyond the specified value, that is, when the inter-vehicle distance is not less than the first predetermined distance and the fuel injection amount restriction for maintaining the inter-vehicle distance is not necessary, or even when the fuel injection amount restriction is performed, the restriction is not limited. If it is less than the specified value, the determination result in step S3 is false (No), and the routine returns. On the other hand, if the determination result is true (Yes), the process proceeds to the next step S4.

  In step S <b> 4, the shift control unit 43 determines whether or not the auxiliary brake control unit 42 is in a state where an auxiliary brake force equal to or greater than a specified value is applied to maintain the inter-vehicle distance. The auxiliary brake switch 30 is used even when the auxiliary brake force exceeding the specified value is not applied, that is, when the inter-vehicle distance is equal to or greater than the second predetermined distance and the auxiliary brake operation for maintaining the inter-vehicle distance is not necessary, or when the auxiliary brake 18 is operated. If the level set by the step is less than the predetermined level, the determination result in step S4 is false (No), and the routine returns. On the other hand, if the determination result is true (Yes), the process proceeds to the next step S5.

  In step S5, the shift control unit 43 shifts down the transmission 4 and returns the routine. By performing the downshift in this way, in addition to the decrease in engine output due to the fuel injection amount limitation and the braking force by the auxiliary brake 18, the braking force by the engine brake also increases.

  Further, the shift control unit 43 maintains the downshift state after performing the downshift for maintaining the inter-vehicle distance until a predetermined upshift condition is satisfied.

  Referring now to FIG. 3, there is shown a flowchart representing a shift-up control routine after downshifting by the shift control unit, and the control will be described in detail along the same flowchart.

  First, in step S10, the shift control unit 43 estimates the engine speed when the transmission 4 is shifted up, and determines whether or not the engine speed is equal to or higher than a first predetermined speed. The engine speed after the upshift can be estimated from the specifications of the transmission 4, the current engine speed, the engine load, etc., and the first predetermined speed is set to an engine speed that does not stall or stall, for example. . If the determination result is false (No), that is, if there is a possibility that the engine stalls or stalls when shifted up, the routine is returned. On the other hand, if the determination result is true (Yes), the process proceeds to the next step S11.

  In step S11, the shift control unit 43 determines whether or not the operation of the auxiliary brake 18 by the auxiliary brake control unit 42 has been released and a first predetermined time has elapsed since the release. In other words, the auxiliary brake control unit 42 releases the operation of the auxiliary brake 18 when the inter-vehicle distance from the preceding vehicle is equal to or greater than the second predetermined distance, and if the state is maintained from there for a first predetermined time. It is determined that the inter-vehicle distance equal to or greater than the second predetermined distance is maintained. Therefore, when the determination result is false (No), the routine is returned because the auxiliary brake 18 is in operation or a sufficient time has not elapsed since the operation of the auxiliary brake 18 was released. On the other hand, if the determination result is true (Yes), the process proceeds to the next step S12.

  Steps S12 to S14 correspond to upshift conditions during normal travel.

  Specifically, in step S12, the shift control unit 43 determines whether or not the state where the load applied to the vehicle is less than the first predetermined load and the engine output is less than the predetermined output continues for the second predetermined time or more. To do. The load degree (vehicle load degree) applied to the vehicle is calculated from, for example, the engine speed, engine load, vehicle weight, road surface gradient, and the like at this time.

  In step S13, the shift control unit 43 determines whether or not the engine speed detected by the engine speed sensor 26 is equal to or higher than a second predetermined speed. The second predetermined rotation speed is, for example, a rotation speed that is a threshold value from the current gear position to the gear position one level higher in the shift map, and is at least higher than the first predetermined rotation speed.

  Furthermore, in step S14, the shift control unit 43 determines whether or not the vehicle speed is equal to or higher than the target vehicle speed in the auto cruise control and the vehicle load level is less than the second predetermined load. The second predetermined load is set to, for example, a vehicle load level at which the vehicle can be determined to be in a substantially constant speed traveling state.

  If none of the above steps S12 to S14 is satisfied, the routine is returned because it is not yet ready for upshifting.

  On the other hand, if any of the above steps S12 to S14 is satisfied, the gear is ready for upshifting, and the process proceeds to step S15 where the shift control unit 43 shifts up the transmission 4 and returns to the routine. .

  As described above, in the inter-vehicle distance control by the inter-vehicle distance control unit 40 in the present embodiment, the fuel injection amount restriction and the operation of the auxiliary brake 18 are performed and the transmission 4 is shifted down in order to maintain the inter-vehicle distance. As a result, a sufficient braking force can be applied to the vehicle 1 to reliably hold the inter-vehicle distance. In particular, downshifting is performed based on an index for limiting the fuel injection amount when the difference between the engine speed and the target engine speed is greater than or equal to a predetermined threshold value and when the auxiliary brake setting is greater than or equal to a predetermined level. By doing so, an unnecessary downshift can be prevented. As a result, a sufficient braking force can be applied when necessary to achieve reliable inter-vehicle distance control, while fuel consumption deterioration due to unnecessary deceleration can be prevented.

  Even after downshifting to maintain the inter-vehicle distance, a sufficient engine speed can be maintained after the upshifting, and after a sufficient time has passed since the operation of the auxiliary brake 18 is released, a normal shift is performed. By performing upshifting based on the up-condition, it is possible to prevent the vehicle from continuing to travel at an unnecessarily low gear position or shifting up immediately after the operation of the auxiliary brake 18 is released to reduce the inter-vehicle distance again. Can do.

  From the above, according to the inter-vehicle distance control device for a vehicle in the present embodiment, the fuel efficiency can be improved while ensuring safety by performing a downshift at an appropriate time in inter-vehicle distance control.

  Although the description about the embodiment of the inter-vehicle distance control device for a vehicle according to the present invention has been completed above, the embodiment is not limited to the above-described embodiment.

  In the said embodiment, although the vehicle 1 is made into the track, the vehicle which can apply this invention is not restricted to this, It can apply also to a passenger car.

  Moreover, in the said embodiment, although the engine 2 is a diesel engine, an engine is not restricted to this, For example, a gasoline engine may be sufficient. Further, in the above-described embodiment, the transmission has a shift speed of 12 forward speeds and 1 reverse speed, but the configuration of the transmission is not limited to this, and for example, a transmission such as 6 forward speeds or 16 forward speeds. It may be.

  Further, although the drive system of the vehicle of the above embodiment employs AMT, the drive system to which the present invention is applicable is not limited to this. For example, the engine is connected to the automatic transmission via a torque converter. It may also be configured.

  In the above embodiment, in the upshifting after the downshifting by the shift control unit 43, the determination from the step S12 to the step S14 is performed as the upshifting condition. However, the upshifting condition is not limited to this. May be reduced, or other conditions may be added.

1 Vehicle 2 Engine 3 Clutch Device 4 Transmission 18 Auxiliary Brake (Auxiliary Brake Means)
20 ECU
40 Inter-vehicle distance control unit 41 Fuel injection amount limiting unit (fuel injection amount limiting means)
42 Auxiliary brake control unit (Auxiliary brake control means)
43 Shift control section (shift control means)

Claims (3)

An inter-vehicle distance control device for a vehicle in which an engine as a drive source is connected to an automatic transmission,
Engine speed detecting means for detecting the engine speed;
Auxiliary brake means for braking the vehicle by increasing friction applied to the engine;
In order to adjust the inter-vehicle distance with the preceding vehicle traveling in front of the host vehicle, the fuel injection amount of the engine is reduced so that the engine speed detected by the engine speed detecting means is reduced to a predetermined target speed. Fuel injection amount limiting means for limiting;
Auxiliary brake control means for operating the auxiliary brake means to adjust the inter-vehicle distance with the preceding vehicle traveling in front of the host vehicle;
When the difference between the engine speed detected by the engine speed detecting means and the predetermined target speed is equal to or greater than a predetermined threshold value, and the auxiliary brake means is operated by the auxiliary brake control means. Shift control means for shifting down the automatic transmission;
A vehicle inter-vehicle distance control device comprising: The auxiliary brake means can set the degree of braking force in stages,
2. The inter-vehicle distance control device according to claim 1, wherein the shift control means shifts down the automatic transmission when the setting of the auxiliary brake means is equal to or greater than a predetermined level. The shift control means, after the downshift of the automatic transmission,
When the automatic transmission is upshifted, the engine speed is equal to or higher than a predetermined speed, and when a predetermined time has elapsed since the operation of the auxiliary brake means is released, the upshift condition during normal traveling of the vehicle is The inter-vehicle distance control device for a vehicle according to claim 1 or 2, wherein, when established, the automatic transmission is shifted up.

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