JP2020045973A - Transmission control device, transmission control method, and transmission system - Google Patents

Abstract

To provide a transmission control device, a transmission control method, and a transmission system, which can effectively use engine braking.SOLUTION: A transmission control device 10 is a device for controlling an automatic transmission 5 mounted on a vehicle V, and has a control portion 120 which estimates vehicle speed after predetermined shift down is completed on the basis of time required for the predetermined shift down, and controls the automatic transmission 5 so as to start the predetermined shift down when the estimated vehicle speed becomes lower than a predetermined threshold value.SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to a shift control device, a shift control method, and a shift system mounted on a vehicle.

  Conventionally, when it is detected that a driver has fallen into an abnormal state (for example, a dozing state or a state in which the body and mind are stopped) while the vehicle is running, control for slowing down the vehicle and finally stopping the vehicle is known. (For example, see Patent Document 1).

  It is known that downshifting when such control is being performed is performed after the vehicle speed detected by a sensor or the like falls below a predetermined threshold.

JP 2009-73462 A

  However, when the above control is applied to a vehicle equipped with a torque converter with a lock-up clutch, there are the following problems.

  In the above control, it is known that the vehicle is decelerated at a larger deceleration than during coasting. Therefore, if the downshift is executed after the actually detected vehicle speed falls below the threshold, the vehicle speed after the completion of the downshift decreases, and the lock-up clutch is disconnected (the power of the internal combustion engine is transmitted through a power transmission mechanism using fluid. (The state transmitted to the output shaft). When the lock-up clutch is disengaged, there is a problem that a braking force (so-called engine brake) due to a decrease in the output of the internal combustion engine cannot be used effectively.

  An object of the present disclosure is to provide a shift control device, a shift control method, and a shift system that can effectively use an engine brake.

  A shift control device according to one aspect of the present disclosure is a shift control device that controls a transmission in which motive power of an internal combustion engine mounted on a vehicle is transmitted via a torque converter with a lock-up clutch. When control for decelerating the vehicle is started when the user falls into an abnormal state, the predetermined shift is performed based on an actual vehicle speed, a predetermined deceleration, and a time required for a predetermined downshift. A control unit that predicts a vehicle speed after the downshift is completed, and controls the transmission to start the predetermined downshift when the predicted vehicle speed falls below a predetermined threshold.

  A shift control method according to an aspect of the present disclosure is a shift control method that controls a transmission in which motive power of an internal combustion engine mounted on a vehicle is transmitted via a torque converter with a lock-up clutch. When control for decelerating the vehicle is started when the user falls into an abnormal state, the predetermined shift is performed based on an actual vehicle speed, a predetermined deceleration, and a time required for a predetermined downshift. Predicting a vehicle speed after the downshift is completed; and controlling the transmission to start the predetermined downshift when the predicted vehicle speed falls below a predetermined threshold.

  A transmission system according to an aspect of the present disclosure includes a transmission in which power of an internal combustion engine mounted on a vehicle is transmitted via a torque converter with a lock-up clutch, and a transmission when an operator of the vehicle falls into an abnormal state. When the control for decelerating the vehicle is started, the vehicle speed after completion of the predetermined downshift is predicted based on an actual vehicle speed, a predetermined deceleration, and a time required for a predetermined downshift. And a shift control device that controls the transmission to start the predetermined downshift when the predicted vehicle speed falls below a predetermined threshold.

  According to the present disclosure, an engine brake can be used effectively.

FIG. 1 is a diagram schematically illustrating an example of a configuration of a vehicle, a transmission system, and a transmission control device according to an embodiment of the present disclosure. The figure which shows an example of the flow of operation | movement of the transmission control apparatus which concerns on embodiment of this indication.

  Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings.

  First, configurations of a vehicle V, a transmission system 100, and a transmission control device 10 according to an embodiment of the present disclosure will be described with reference to FIG. FIG. 1 is a diagram schematically illustrating an example of a configuration of a vehicle V, a transmission system 100, and a transmission control device 10 according to the present embodiment. In FIG. 1, broken arrows indicate the flow of electric signals.

  The vehicle V includes an internal combustion engine 1, a torque converter 3, a clutch 4, an automatic transmission 5, a shift control device 10, an accelerator opening sensor 15, a vehicle speed sensor 16, and a driver abnormality handling system 20. The transmission system 100 includes at least the automatic transmission 5 and the transmission control device 10.

  The internal combustion engine 1 is, for example, a diesel engine. Note that the internal combustion engine 1 may be a gasoline engine.

  The torque converter 3 has the lock-up clutch 2.

  The lock-up clutch 2 is controlled to a disconnected state or a connected state by an ECU (Electronic Control Unit) not shown. Specifically, the lock-up clutch 2 is controlled to a connected state when the vehicle speed of the vehicle V exceeds a set value, and is controlled to a disconnected state when the vehicle speed of the vehicle V falls below the set value.

  The disconnected state is a state in which the power of the internal combustion engine is transmitted to the output shaft via a power transmission mechanism using fluid, and is also referred to as an “off state”. The connected state is a state in which the power of the internal combustion engine is directly transmitted to the output shaft without passing through a power transmission mechanism using a fluid, and is also referred to as an “ON state”.

  The clutch 4 is, for example, a hydraulically operated wet multi-plate clutch. The connection / disconnection of the clutch 4 is controlled by the transmission control device 10. When the clutch 4 is in the engaged state, the power of the internal combustion engine 1 is transmitted to the automatic transmission 5. On the other hand, when the clutch 4 is in the disconnected state (disconnected state), the power of the internal combustion engine 1 is not transmitted to the automatic transmission 5.

  The automatic transmission 5 (an example of a transmission) shifts to a predetermined gear position (for example, 1st to 6th speed, reverse, neutral, parking, etc.) under the control of the shift control device 10. Note that this gear shifting may be performed, for example, by a gear shift unit (not shown). The automatic transmission 5 includes, for example, an AMT (Automated Manual Transmission).

  The accelerator opening sensor 15 is a sensor that detects the accelerator opening. The accelerator opening sensor 15 outputs a signal indicating the detected accelerator opening to the shift control device 10.

  The vehicle speed sensor 16 is a sensor that detects the vehicle speed of the vehicle V. Vehicle speed sensor 16 outputs a signal indicating the detected vehicle speed to shift control device 10. The vehicle speed sensor 16 may be, for example, a sensor that detects the rotation speed of an output shaft (not shown) of the automatic transmission 5.

  When the driver falls into an abnormal state while the vehicle V is traveling, the driver abnormality response system 20 controls the vehicle V to gradually decelerate, stop, and then stop the internal combustion engine 1 (hereinafter, emergency stop). Control). An example of the driver abnormality handling system 20 is an ECU (Electronic Control Unit).

  The abnormal state of the driver is a state in which the driver cannot perform driving, and includes, for example, a dozing state or a mental and physical function stop state.

  The driver abnormality handling system 20 not only executes the emergency stop control but also, for example, the driver is in an abnormal state based on the driver's biological information or the captured image acquired while the vehicle V is traveling. A process for determining whether or not this may be performed may be performed. In addition, the driver abnormality handling system 20 performs a predetermined operation (for example, pressing a button, etc.) by a driver who is likely to fall into an abnormal state or another occupant who has witnessed a driver who has fallen into an abnormal state. Then, emergency stop control may be executed.

  In the present embodiment, before the emergency stop control is started (for example, when execution of the emergency stop control is determined), the driver abnormality response system 20 changes the notification information indicating that the emergency stop control is started. Transmit to control device 10.

  The transmission control device 10 controls connection and disconnection of the clutch 4 and gear engagement of the automatic transmission 5. The transmission control device 10 includes, for example, a TCM (Transmission Control Module).

  Although not shown, the transmission control device 10 includes, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a communication circuit, and the like as hardware. Each function of the shift control device 10 described below is realized by the CPU executing a computer program read from the ROM.

  As shown in FIG. 1, the shift control device 10 includes a receiving unit 110 and a control unit 120.

  The receiving unit 110 receives the notification information from the driver abnormality handling system 20.

  When the receiving unit 110 has not received the notification information, the control unit 120 performs general gear shifting control.

  That is, the control unit 120 determines the gear position based on the vehicle speed detected by the vehicle speed sensor 16, the accelerator opening detected by the accelerator opening sensor 15, and a predetermined map. Then, the control unit 120 controls the automatic transmission 5 so as to shift to the determined gear position after controlling the clutch 4 to the disengaged state (disconnected state). Then, when gear shifting is completed in the automatic transmission 5, the control unit 120 controls the clutch 4 to a connected state.

  The above-described map is data defining which gear position should be engaged according to, for example, the accelerator opening and the vehicle speed (for example, refer to JP-A-2001-280481). This map is created based on experiments, simulations, and the like performed in advance. The map may be held by the transmission control device 10 itself, or may be acquired by the transmission control device 10 from a predetermined storage device (not shown).

  On the other hand, when the receiving unit 110 receives the notification information, the control unit 120 controls the automatic transmission 5 such that the downshift is started earlier. The details of this downshift control will be described later with reference to FIG.

  Next, the flow of an operation of shift down control (an example of a shift control method) of the shift control device 10 will be described with reference to FIG. FIG. 2 is a diagram showing an example of the flow of the operation of the shift-down control of the shift control device 10. The operation illustrated in FIG. 2 is performed, for example, while the vehicle V is traveling. Here, a case where the vehicle V is traveling at the sixth speed will be described as an example.

  First, the control unit 120 determines whether or not the receiving unit 110 has received notification information from the driver abnormality handling system 20 (step S1).

  If the receiving unit 110 has not received the notification information (step S1: NO), the flow returns to step S1. In this case, the control unit 120 performs the above-described general gear shifting control according to the acceleration / deceleration of the vehicle V.

  On the other hand, when the receiving unit 110 receives the notification information (step S1: YES), the control unit 120 changes the actual vehicle speed detected by the vehicle speed sensor 16, the predetermined deceleration, and the sixth speed to the fifth speed. Based on the time required for the shift down, the vehicle speed after the shift down from the sixth speed to the fifth speed is completed is predicted (step S2).

  The predetermined deceleration is a deceleration used for emergency stop control. This deceleration is larger than the deceleration during coasting of the vehicle V and is a constant value.

  The predetermined time required for deceleration and downshifting is known to control unit 120.

  Next, the control unit 120 assumes that the accelerator opening is zero, and the predicted vehicle speed falls below the threshold value (here, the vehicle speed at which the shift down to the fifth speed should be performed) set in the above-described map. It is determined whether or not it has been performed (step S3).

  If the predicted vehicle speed is not lower than the threshold (step S3: NO), the flow returns to step S2. In this case, the control unit 120 predicts the vehicle speed again.

  On the other hand, when the predicted vehicle speed falls below the threshold (step S3: YES), the control unit 120 controls the clutch 4 to be in the disengaged state (step S4), and starts shifting down from the sixth speed to the fifth speed. The automatic transmission 5 is controlled (step S5).

  Next, when the shift to the fifth speed is completed in the automatic transmission 5, the control unit 120 controls the clutch 4 to the connected state (step S6).

  Next, the control unit 120 determines whether or not a gear is engaged in a start gear (for example, first speed) (step S7).

  If the starting gear is not engaged (step S7: NO), the flow returns to step S2. On the other hand, when the gear is shifted to the start gear (step S7: YES), the flow ends.

  Therefore, after the shift down to the fifth speed is completed, the flow returns to step S2. Then, the control unit 120 shifts from the fifth gear to the fourth gear based on the vehicle speed detected by the vehicle speed sensor 16, the predetermined deceleration, and the time required for downshifting from the fifth gear to the fourth gear. The vehicle speed after the down is completed is predicted (step S2). Thereafter, the downshift from the fifth speed to the fourth speed is performed by the same processing as in steps S3 to S6. Thereafter, the downshift from the fourth speed to the third speed, the downshift from the third speed to the second speed, and the downshift from the second speed to the first speed are performed in the same manner as described above.

  As described in detail so far, the shift control device 10 of the present embodiment includes a receiving unit 110 that receives notification information indicating that emergency stop control is started, and a case where the receiving unit 110 receives the notification information. Based on the vehicle speed, the predetermined deceleration, and the time required for the predetermined downshift, the vehicle speed after completion of the predetermined downshift is predicted, and the predicted vehicle speed falls below a predetermined threshold. And a control unit 120 that controls the automatic transmission 5 to start a predetermined downshift in such a case.

  As a result, the shift control device 10 according to the present embodiment starts the downshift at an earlier timing (a timing at which the vehicle speed is higher) as compared with the case where the downshift is performed based on the vehicle speed detected by the vehicle speed sensor 16. Can be. Therefore, the shift control device 10 can realize effective use of the engine brake. When the internal combustion engine 1 is a diesel engine (when the vehicle V is a diesel vehicle), effective use of the exhaust brake can be realized.

  Note that the present disclosure is not limited to the above-described embodiment, and can be appropriately modified and implemented without departing from the spirit of the present disclosure.

  In the embodiment, the case where the transmission control device 10 includes the receiving unit 110 has been described as an example, but the transmission control device 10 may not include the receiving unit 110. In this case, for example, the control unit 120 may execute the processing of steps S2 to S7 in FIG. 2 when the occupant of the vehicle V performs a predetermined operation (for example, pressing a button). The occupant here may be, for example, a driver likely to fall into an abnormal state, or may be another occupant (for example, a bus passenger or the like) who witnessed the driver falling into an abnormal state.

  The shift control device, the shift control method, and the shift system of the present disclosure are useful for controlling a transmission mounted on a vehicle.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Lock-up clutch 3 Torque converter 4 Clutch 5 Automatic transmission 10 Transmission control device 15 Accelerator opening sensor 16 Vehicle speed sensor 20 Driver abnormality response system 100 Transmission system 110 Receiving unit 120 Control unit V vehicle

Claims (5)

A shift control device that controls a transmission in which the power of an internal combustion engine mounted on a vehicle is transmitted via a torque converter with a lock-up clutch,
When the control of decelerating the vehicle is started when the driver of the vehicle falls into an abnormal state, based on an actual vehicle speed, a predetermined deceleration, and a time required for a predetermined downshift, Predicting the vehicle speed after completion of the predetermined downshift, and having a control unit that controls the transmission to start the predetermined downshift when the predicted vehicle speed falls below a predetermined threshold,
Transmission control device. The predetermined deceleration is
Greater than the deceleration during coasting of the vehicle,
The shift control device according to claim 1. The internal combustion engine,
A diesel engine,
The shift control device according to claim 1. A shift control method for controlling a transmission in which power of an internal combustion engine mounted on a vehicle is transmitted via a torque converter with a lock-up clutch,
When the control of decelerating the vehicle is started when the driver of the vehicle falls into an abnormal state, based on an actual vehicle speed, a predetermined deceleration, and a time required for a predetermined downshift, Estimating the vehicle speed after the predetermined downshift is completed;
Controlling the transmission to start the predetermined downshift when the predicted vehicle speed falls below a predetermined threshold,
Shift control method. A transmission in which the power of the internal combustion engine mounted on the vehicle is transmitted via a torque converter with a lock-up clutch,
When the control of decelerating the vehicle is started when the driver of the vehicle falls into an abnormal state, based on an actual vehicle speed, a predetermined deceleration, and a time required for a predetermined downshift, A shift control device that predicts a vehicle speed after the predetermined downshift is completed, and controls the transmission to start the predetermined downshift when the predicted vehicle speed falls below a predetermined threshold; Having,
Transmission system.

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