JP2808923B2 - Automatic transmission control system for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission control device for a vehicle, and more particularly to a shift position of an automatic transmission based on a value corresponding to a ratio between an intake air amount of an internal combustion engine and an engine speed and a shift map. It relates to a device for automatic control.

[0002]

2. Description of the Related Art A conventional automatic transmission control device which calculates a shift line by searching a map of a shift line based on a throttle opening degree TA and a vehicle speed, and determines whether or not there is a shift based on the shift line and the current vehicle speed, has been developed in recent years. When applied to a vehicle in which various variable mechanisms are introduced to improve the engine torque, the same engine torque is not always obtained even with the same throttle opening in the vehicle, so that the speed is shifted in a state where the driving force is not constant. Cases occur. As a result, a busy shift in which the shift is repeated within a short period, a torque shock during the shift, and the like occur.

[0003] Since the value Q / N obtained by dividing the intake air amount Q of the internal combustion engine detected by the air amount sensor by the engine speed N substantially corresponds to the engine torque, the intake air amount per one rotation is obtained. 2. Description of the Related Art An automatic shift control device that performs shift control of an electronically controlled automatic transmission based on a pattern defined by a correlation between Q / N (hereinafter also referred to as QN) and vehicle speed has been conventionally known (Japanese Patent Application Laid-Open No. H10-163873). JP-A-60-34563). Such a conventional automatic shift control device can solve the above-described problems of the busy shift and the shift shock by having the shift pattern according to the engine torque.

[0004]

However, in the above-described conventional apparatus in which the shift line is determined based on the intake air amount QN per one revolution of the engine and the vehicle speed and the shift is controlled, the throttle opening TA is about 50% to 60%. Since the intake air amount reaches the maximum value and the engine torque reaches 90% or more, even if the accelerator pedal is further depressed to request acceleration, the engine torque does not increase. Will not meet the intention of

[0005] The present invention has been made in view of the above points,
It is an object of the present invention to provide an automatic transmission control device for a vehicle that solves the above-mentioned problem by selectively using a shift map based on the amount of intake air per rotation according to engine torque and a shift map according to depression of an accelerator. And

[0006]

FIG. 1 is a block diagram showing the principle of the present invention. In FIG. 1, an intake air amount detector 11 calculates an intake air amount of the internal combustion engine. The first detecting means 12 substantially detects the amount of depression of the accelerator pedal. The second detecting means 13 detects whether or not the intake air amount has reached a set upper limit value. The vehicle speed detecting means 14 detects the speed of the vehicle. The storage means 15 stores in advance a first shift map including a shift line based on the intake air amount and the vehicle speed, and a second shift map including a shift line based on the accelerator pedal depression amount and the vehicle speed.

The map switching means 16 includes a second detecting means 13
When the detection result that the detected intake air amount has reached the upper limit value or more is obtained, the map read and used from the storage unit 15 is switched from the first shift map to the second shift map. Further, the automatic transmission means 17 performs a shift map from the map switching means 16 based on the vehicle speed detected by the vehicle speed detection means 14 and the value detected by the intake air amount detection means 11 or the first detection means 12. To determine the shift line and automatically set the gear position.

Further, the map changeover by maps switching unit 16 performs the down-line in the first and second gear change map, up line is to use a up line of the first shift map.

[0009]

According to the first aspect of the present invention, the second detecting means 13
When the intake air amount is detected to be less than the upper limit value, the first shift map is output from the map switching means 16, and the automatic transmission means 17 detects the output of the intake air amount detection means 11 and the detection by the vehicle speed detection means 14. The shift control is performed by searching the first shift map based on the determined vehicle speed. The intake air amount corresponds to the engine torque, and when the intake air amount is less than the upper limit value, the intake air amount changes according to the actual depression amount of the accelerator pedal. Corresponding shift control can be performed.

On the other hand, when the second detecting means 13 detects that the intake air amount is equal to or more than the upper limit, the map switching means 16 switches to the second shift map. Based on the value detected by the control unit 12 and the vehicle speed, the second shift map is searched to perform shift control. In this case, the intake air amount is substantially saturated, but since the second shift map is a shift map based on the amount of depression of the accelerator pedal, the accelerator detected substantially by the first detecting means 12 is used. Shift control corresponding to the pedal depression amount can be performed.

Further, the map switching by maps switching means 16 is only the first and second down-line in the shift map, the upshift line is to use the only the first shift map up line Therefore, only the minimum necessary map switching is required.

[0012]

FIG. 2 is a schematic structural view of an embodiment of an internal combustion engine equipped with the device of the present invention. This embodiment shows an example in which the present invention is applied to a 6-cylinder spark ignition type internal combustion engine equipped with a turbocharger and having an automatic transmission 20.

In FIG. 2, an engine body 28 (corresponding to the internal combustion engine) is provided downstream of an air cleaner 21 via an air flow meter 22, an intake passage 23, a throttle valve 24, a surge tank 25, an intake manifold 26 and an intake valve 27. It is communicated with the combustion chamber 29.

The engine body 28 includes a cylinder block 30
And the cylinder head 31 and the cylinder block 3
A piston 32 is accommodated in the cylinder 0, and a spark plug 32 is provided in the cylinder head 29 for each cylinder so that a plug gap projects into the combustion chamber 29. The fuel injection valve 33 is provided for each cylinder so that a front end portion of the intake manifold 26 protrudes into the intake manifold 26.
Is provided.

The igniter 34 generates a high voltage based on an ignition instruction signal from an engine control computer 53 constituted by a microcomputer, and supplies the high voltage to the ignition plug 32 via a distributor 36. The combustion chamber 29 of the engine body 28 is connected to an exhaust passage 38 via an exhaust valve 36 and an exhaust manifold 37.

A compressor 39 is provided in the intake passage 23 on the upstream side of the throttle valve 24, and a turbine 40 is mounted coaxially with the compressor 39 in the exhaust passage 38. Further, the exhaust manifold 37 of the bypass passage 41 that communicates between the upstream side and the downstream side of the turbine 40 and bypasses the turbine 40 is provided.
A waste gate valve 42 is provided at the suction port on the side, and is configured to be controlled by an actuator 44 via a link mechanism 43 so as to close or open the suction port. The operation of the actuator 44 is controlled by air pressure introduced through a passage 45 communicating with the intake passage 23.

Here, when the exhaust gas flowing through the exhaust manifold 37 flows into the turbine 40 and rotates the turbine 40, the compressor 39 also rotates accordingly.
The intake air that has passed through the air flow meter 22 is compressed by the compressor 39, and the high-density air is sent to the combustion chamber 29 via the surge tank 25 and the intake manifold 26 to increase the output. At this time, when the supercharging pressure is equal to or lower than the set value, the actuator 44 does not operate and the waste gate valve 42 is closed, so that the exhaust gas flows into the full turbine 40. However, when the supercharging pressure rises due to the high engine speed and becomes equal to or higher than the set value, the actuator 44 is operated by air pressure equal to or higher than a predetermined value input through the passage 45, and the waste gate valve 42 is moved through the link mechanism 43. It is moved to the middle and to the left to open the intake port of the exhaust manifold 37.
As a result, a part of the exhaust gas flowing into the turbine 40 is bypassed through the bypass passage 41, so that the rotation speed of the turbine 40 is reduced. In this way,
The supercharging pressure is controlled to be constant.

In this embodiment, various sensor groups are provided. That is, an intake air temperature sensor 47 for measuring the temperature of air taken out of the air cleaner 21 and drawn into the air flow meter 22 is provided so as to partially penetrate the water jacket through the engine block 30 to reduce the temperature of the engine cooling water. A water temperature sensor 48 to be detected and a throttle position sensor 50 to detect an opening degree of the throttle valve 24 controlled to be opened and closed by an accelerator pedal 49.
And so on. Distributor 35
Has a built-in rotation angle sensor that outputs a pulse at each predetermined crank angle in synchronization with the rotation of the shaft, and a cylinder discrimination sensor that outputs a crank position detection signal. Further, a part of the catalyst device 46 is provided so as to protrude from the exhaust passage 38.
An oxygen concentration detection sensor (O ₂ sensor) 52 for detecting the oxygen concentration in the exhaust gas before being input to the sensor is provided.

The output detection signals of the various sensors described above are input to an engine control computer 53, where calculation of a fuel injection time for controlling the air-fuel ratio to a target air-fuel ratio (for example, stoichiometric air-fuel ratio) and other necessary calculations are performed. Be executed. The output signal of the engine control computer 53 is input to the fuel injection valve 33 and the igniter 34,
Necessary data is also transferred to the ECT computer 54.

The ECT computer 54 is a transmission control computer, which is constituted by a microcomputer. For example, a vehicle speed signal from a vehicle speed sensor 55 for detecting a vehicle speed by rotation of an output shaft, and a shift position (gear position) of the automatic transmission 20 are provided. The gear position detection signal from the shift position switch 56 for detecting the position and the accelerator opening detection signal from the accelerator opening sensor 57 are input together with data from the engine control computer 53, and the shift line is calculated. The automatic transmission 20 performs the gear setting control (shift control).

Here, the accelerator opening sensor 57 is a sensor for directly detecting the accelerator opening which is the depression amount (stroke amount) of the accelerator pedal 49, and the accelerator opening sensor 5
When the throttle valve 7 is connected to the throttle valve 50 by a wire, the two are mechanically linked one-to-one in response to the operation of the accelerator pedal 49, as is well known. Therefore,
In this case, the accelerator opening PA detected by the accelerator opening sensor 57 and the opening of the throttle valve 50 (ie, the throttle opening TA) detected by the throttle position sensor 50 are equal to each other.

The throttle position sensor 50 and the accelerator opening sensor 57 are respectively connected to the first detecting means 12.
Is composed. In addition, the above-described air flow meter 2
2. The distributor 35 and the engine control computer 53 constitute the intake air amount (per revolution) detecting means 11, and the vehicle speed sensor 55 constitutes the vehicle speed detecting means 14. Further, the above-mentioned second detection means 13, storage means 15, and map switching means 16 are realized by software processing of the ECT computer 54.
Further, the ECT computer 54 and the automatic transmission 20 constitute the automatic transmission means 17.

The engine control computer 53 has a known hardware configuration as shown in FIG. 3, for example. 2, the same components as those in FIG. 2 are denoted by the same reference numerals, and the description thereof will be omitted. In FIG. 3, an engine control computer 53 includes a central processing unit (CPU) 6.
0, a read-only memory (ROM) 61 storing a processing program and a map, an arithmetic result, and the like are written.
Also, the random access memory (RA
M) 62, an input interface circuit 63, an A / D converter 64 with a multiplexer 65, and an output interface circuit 66. The CPU 60 calculates a fuel injection amount and the like. The ROM 61 stores in advance various maps necessary for calculation of a shift control described later. Input interface circuit 63 supplies the air flow meter 22, intake air temperature sensor 47, water temperature sensor 48, O ₂ sensor 52, a detection signal from a throttle position sensor 50 to the A / D converter 64. The A / D converter 64 sequentially switches and captures these input detection signals, converts them into analog-to-digital signals, and inputs them to the CPU 60 via the bus 67. The input interface circuit 65 receives an engine speed NE detection signal or the like from the distributor 35 as an input signal and sends it to the CPU 60 via the bus 67. The output interface circuit 66 selectively outputs data supplied from the CPU 60 via the bus 67 to the fuel injection valve 33, the igniter 34, the ECT computer 54, and the like. The ECT computer 54 has the same hardware configuration as the engine control computer 53.

Next, the outline of the shift control of the present invention will be described. FIG. 4 shows a shift control routine according to one embodiment of the present invention. This shift control routine is executed by the ECT computer 54. First, the intake air amount QN per one rotation calculated by the engine control computer 53,
Since the throttle opening TA or the accelerator opening PA is transmitted from the engine control computer 53, it is taken in (step 101).

Subsequently, based on the output detection signal of the output propeller shaft from the vehicle speed sensor 55, the rotation speed is calculated to calculate the vehicle speed (step 102). Next, a map of a shift line is searched from the intake air amount QN and the throttle opening TA (or the accelerator opening PA) per rotation taken in at step 101 and the vehicle speed calculated at step 102 to find a required shift line. Calculation is performed (step 103).

Thereafter, it is determined whether or not to shift from the required shift line calculated in step 103 and the current vehicle speed or gear position (step 104). If so, an instruction to execute a shift is issued through calculation of timing and the like (step 10).
5).

Next, the method of calculating the shift line in step 103 will be described in more detail. FIGS. 5 and 6 are flowcharts of a shift line calculation routine according to a first embodiment of the present invention. In FIG. 5, first, the value of the intake air amount QN per rotation is taken in (step 201), and then the value of the throttle opening TA is taken in (step 202).

Next, a map as shown in FIG. 7 is searched from the throttle opening TA and the vehicle speed detected by the vehicle speed sensor 55 to set / reset the QN-TA switching flag XTA (step 203). As shown in FIG. 7, the flag XTA is set to "1" when the throttle opening TA is large and the load is high, and is reset to "0" when TA is small and the load is small.

That is, the value of the above-mentioned QN-TA switching flag XTA shown in FIG. 7 is set when the throttle opening TA is larger than the throttle opening TA when the intake air amount QN per rotation is near the upper limit value. It is set for each vehicle speed so that it is set to "1" and set to "0" when it becomes smaller.
Therefore, in the region where the QN-TA switching flag XTA is "1", even if the accelerator pedal 49 is depressed to request further acceleration, the intake air amount QN per rotation reaches the substantially maximum value and the engine torque becomes 90%. It is an area that increases only slowly when the percentage is over%.

Subsequently, after the gear position (shift position) of the automatic transmission 20 is checked based on the signal from the shift position switch 56 (step 204), the vehicle speed and the intake air amount QN detected by the vehicle speed sensor 55 are detected. The first shift map is searched based on the above, and the up line of the current gear position is calculated (step 205). Thereafter, it is determined whether or not the up line is on the higher speed side than the current vehicle speed (step 206). When the up line is on the higher speed side, the down line QNSPD based on the intake air amount QN is connected to the intake air amount
The first shift map, which is a two-dimensional map of vehicle speed and vehicle speed, is searched and calculated (step 207). On the other hand, if the up line is on the low speed side below the current vehicle speed, an upshift from the current gear to the next higher gear is performed (step 208), and then this routine ends (step 215). ).

FIG. 8 shows an example of the shift lines calculated from FIGS. In the figure, a thin solid line represents the step 20.
5 shows the up line calculated, and the thick broken line shows the QN down line QNSPD calculated in step 207.
These constitute the first shift map.

When the calculation of QNSPD is completed in step 207, the process proceeds to step 209 in FIG.
It is determined whether the value of TA switching flag XTA is "1". When the flag XTA is determined to be "1", the shift map to be searched is switched to a second shift map which is a two-dimensional map of the throttle opening TA and the vehicle speed, and the second shift map is changed.
After calculating the TA down line TASPD by searching the shift map (step 210), the QNSPD is compared with the TASPD, and the down line on the high vehicle speed side is adopted as the down line (step 211). In FIG. 8, the bold dashed line indicates the TA down line T of the second shift map.
2 shows an ASPD. On the other hand, when it is determined in step 209 that XTA = 0, the shift map is not switched, and the QN down line QNSPD in the first shift map is not changed.
Is used as it is as the down line (step 21).
2).

The reason why the first and second shift maps (down lines) are switched in accordance with the value of the flag XTA is as follows. In a device that determines a shift line based on the intake air amount QN per one revolution of the engine and the vehicle speed and controls the shift, the engine torque is 9% at approximately 50% to 60% of the throttle opening TA.
Since it reaches 0% or more, the engine torque does not increase even if the accelerator pedal is further depressed to request acceleration, and a feeling of acceleration flattening out occurs. Therefore, a basic shift line is determined based on the intake air amount QN per one rotation of the engine, which is representative of the engine torque, and the vehicle speed. And determines the shift line based on the throttle opening TA and the vehicle speed.

However, when the load is high, the shift line determined based on the throttle opening TA and the vehicle speed is a down line (the TA line).
SPD), the up line is determined only by the intake air amount QN per rotation and the vehicle speed, and the above switching is not performed. This is because, when the throttle opening TA is opened by about half or more, the engine torque has already reached 90% or more and has reached a plateau. Therefore, even when the up line is switched by the throttle opening TA and the vehicle speed, the engine torque is increased. Is hardly changed, and it is difficult to shift the gear when switching to the throttle opening degree TA.

In step 211, QNSPD and TA
The reason why the higher vehicle speed side is adopted as the down line in comparison with the SPD is that the intake air amount QN per rotation and the throttle opening T
This is because the relationship with A is not always constant, so that even if the relationship slightly deviates, the degree of freedom is increased so that there is no problem in the shift control.

Thus, the down line is set to the flag X
Switching is performed in accordance with the value of TA.
As shown in the figure, when the throttle opening TA is 50% or more, XT
If A = 1, the down lines QNSPD and T determined by QN
The down line switches at the intersection with the down line TASPD determined by A, and the throttle opening TA
Is 50% or more, the TASPD is used as the down line when the current gear is in the second and third gears, and the QNSPD is used as the down line when the current gear is in the 4th gear until TA is about 50% to 52%. If TA is about 53% or more, TAS
PD is used as the down line.

When the processing in step 211 or 212 in FIG. 6 is completed, it is determined whether the adopted down line is on the high vehicle speed side higher than the current vehicle speed (step 213). After it is done (Step 2
14) This routine is terminated (step 215). If the vehicle is not on the high vehicle speed side, the downshift is not performed and this routine is terminated (step 215). Therefore, for example, the current gear is 4th, and the vehicle speed is 10 as shown in FIG.
Assuming that 0 km / hr and QN are 1.5 L / rev, the flag XTA is “0”.
Speed → 3rd speed QNSPD is set to the down line and step 21
At 3, the downshift is not performed because it is determined that this down line is on the lower vehicle speed side than the vehicle speed of 100 km / hr.

However, as shown by b in FIG.
km / hr, but when acceleration is requested with the throttle opening TA set to about 80%, the flag XTA is set to "1".
Therefore, at step 210, the downshift line TASPD of 4th → 3rd speed shown by the thick dashed line in FIG. 8 is calculated. Since this is on the higher vehicle speed side than QNSPD of 4th → 3rd speed, TAS
PD is determined as the down line (step 211).
And this TASPD is the current vehicle speed of 100 km / hr.
Since the vehicle is on the higher vehicle speed side (step 213), a downshift from the fourth speed to the third speed is performed (step 21).
4). As a result, it is possible to execute a shift that matches the driver's will.

Next, a modification of the first embodiment of the shift line calculation routine will be described. FIG. 9 and FIG. 10 are flow charts of a modification of the first embodiment of the shift line calculation routine, respectively. In both figures, the same processing steps as those in FIGS. 5 and 6 are denoted by the same reference numerals, and description thereof will be omitted. In FIG. 9, after the value of the throttle opening TA is taken in step 202, it is determined whether or not the value of the previous QN-TA switching flag XTA _i-1 is "1" (step 2561). In addition,
The QN-TA switching flag XTA has been reset to "0" in advance by the initial routine at the time of starting the engine.

Previous QN-TA switching flag XTA
_If the value of _i-1 is "0", the routine proceeds to step 203, where the map shown in FIG. 7 is searched to set / reset the QN-TA switching flag XTA, and then the first
The same processing as in the embodiment is performed. On the other hand, the previous QN-T
If the value of the A switching flag XTA _i-1 is "1", the routine proceeds to step 252, where the value of the throttle opening TA is changed to a value obtained by subtracting a predetermined value A from the previous throttle opening TA _i-1. Proceed to step 203.

Therefore, according to this modification, the previous QN-
If the value of the TA switching flag XTA _i-1 is "1" and the second shift map (down line TASPD) is employed, the throttle opening TA this time is changed to a value smaller by A. And then search the map in Figure 7,
When the value of the flag XTA _i-1 is “0” and the first shift map (down line QNSPD) is adopted,
The map of FIG. 7 is searched using the current throttle opening TA without changing the previous value. Therefore, as shown in FIG. 11, the switching from the down line QSPD to the down line TASPD is performed at the value of the broken line I, whereas the switching from the down line TASPD to the down line QSPD is performed.
Is performed when the value of the broken line II is smaller than the broken line I, and hysteresis is provided for the shift map switching. Thus, the degree of freedom can be increased so that there is no problem even if the relationship between the throttle opening degree TA and the intake air amount QN per rotation is slightly different.

Next, another embodiment of the present invention will be described. In this embodiment, the throttle opening TA is determined by a two-dimensional map of the accelerator pedal opening PA of the accelerator pedal 49 and the engine speed NE shown in FIG. The present invention is applied to an internal combustion engine that enables the following. That is, in the throttle opening control routine shown in FIG. 12, the engine control computer 53 shown in FIG.
(Step 301), and then the accelerator opening PA is acquired based on the output detection signal of the accelerator opening sensor 57 (Step 302).

Subsequently, a two-dimensional map as shown in FIG. 13 is searched from the engine speed NE and the accelerator opening PA to calculate a throttle opening TA (step 30).
3). This two-dimensional map shows the accelerator opening P at all rotation speeds.
This is a map in which the throttle opening TA is set in advance for each rotation speed so that the generated shaft torque TRQ for A is constant.

The engine control computer 53 controls the motor for adjusting the opening of the throttle valve 24 so that the value of the throttle opening TA calculated by searching the two-dimensional map is obtained (step 304). Note that FIG.
Here, the illustration of the motor for adjusting the opening of the throttle valve 24 is omitted. As a result, as shown in FIG. 14, the throttle opening TA and the accelerator opening PA are controlled at the same opening in the low load region, and the throttle opening TA and the accelerator opening PA are higher than in the high load region. TA is controlled to be on the more open side.

[0045] That is, in the order of 50% to 60% of the throttle opening degree TA as shown in FIG. 15, the intake air quantity QN is the maximum value QN _max, and the more the throttle opening to greater engine torque is less rise to Absent. Therefore, until the amount of intake air QN is the maximum value QN _max made to correspond to the throttle opening TA and the accelerator position PA to 1: 1, in the intake air quantity QN throttle opening TA or indicating the maximum value QN _max is The throttle opening TA is made larger than the accelerator opening PA as shown in FIG.
Linear control of A and the engine torque becomes possible.

In the present embodiment, T of the TA vs. PA characteristic shown in FIG.
At low load region and a low load region intake air quantity QN of the throttle opening TA versus engine speed NE characteristic is less than the maximum value QN _max in FIG. 16 A and PA is changed in one-to-one correspondence, as described below Shift control is performed by the first shift map based on QN, and in the high load region in which TA is controlled to the opening side compared to PA in the characteristics of FIG. 14 and the maximum value QN _{max of the} intake air amount in the characteristics of FIG. In the high load region described above, the shift control is performed by the second shift map based on the accelerator opening PA as described later.

FIGS. 17 and 18 are flowcharts of a shift line calculation routine according to a second embodiment of the present invention. In FIG. 17, the ECT computer 54 first takes in the value of the intake air amount QN per rotation (step 4).
01), the value of the accelerator opening PA is taken in (step 4).
02).

Next, a map as shown in FIG. 19 is searched from the accelerator opening PA and the vehicle speed detected by the vehicle speed sensor 55 to set / reset the QN-PA switching flag XPA (step 403). As shown in FIG. 19, the flag XPA is
Are set to "0" in the region corresponding to the low load region in each characteristic diagram, and set to "1" in the region corresponding to the high load region in each characteristic diagram. I have.

Subsequently, after the gear position (shift position) of the automatic transmission 20 is checked based on the signal from the shift position switch 56 (step 404), the vehicle speed and the intake air amount QN detected by the vehicle speed sensor 55 are detected. The first shift map is searched based on the above, and the up line of the current gear position is calculated (step 405). Thereafter, it is determined whether or not the up line is on the higher side than the current vehicle speed (step 406). When the up line is on the higher side, the down line QNSPD based on the intake air amount QN is connected to the intake air amount Q
The first shift map, which is a two-dimensional map of N and the vehicle speed, is searched and calculated (step 407). On the other hand, when the up line is on the low speed side below the current vehicle speed, an upshift is performed from the current gear position to the next higher gear position (step 408), and this routine is ended (step 415). ).

When the calculation of QNSPD is completed in step 407, the process proceeds to step 409 in FIG.
It is determined whether the value of the -PA switching flag XPA is "1". When the value of the flag XPA is determined to be “1”,
The shift map to be searched is switched to the second shift map, and the second shift map is searched to find the PA down line P
The ASPD is calculated (step 410). The shift map searched in step 410 is a two-dimensional map of the vehicle speed and the parameter indicating the amount of depression of the accelerator pedal 49, similarly to the shift map searched in step 210 of FIG. The difference is that the parameter of the shift map to be executed is the throttle opening TA, whereas the parameter of the shift map searched in step 410 of the present embodiment is the accelerator opening PA.

After calculating the down line PASPD, the down line QNSPD in the first shift map is compared with the down line PASPD in the second shift map, and the high vehicle speed down line is adopted as the down line. (Step 41
1). This is to provide a degree of freedom so that there is no problem in the shift control even if the rotation between the accelerator opening PA and the intake air amount QN per rotation is slightly shifted, as in step 211 described above.

On the other hand, when it is determined in step 409 that XPA = 0, the shift map is not switched, and
The QN down line QNSPD in the first shift map is adopted as it is as a down line (step 412). When the processing of step 411 or 412 is completed, it is determined whether or not the down line adopted next is on the higher vehicle speed side than the current vehicle speed (step 413). After shifting, the routine ends (steps 414 and 415). If the down line is on the low vehicle speed side, the routine ends without downshifting (step 415).

[0053] Thus, according to this embodiment, the accelerator position PA corresponding to the maximum value QN _max of the intake air amount per one rotation, even if the requested acceleration by depressing the accelerator pedal, the accelerator opening Since the shift control is performed by switching to the second shift map based on the degree PA and the vehicle speed, the acceleration feeling can be improved as compared with the related art.

Also, as shown in FIG. 20, by setting a map so that the accelerator opening PA is equally opened with the intake air amount QN per one revolution of the engine, which is representative of the engine torque, the accelerator is always opened. Since the opening PA corresponds to the engine output, it is possible to perform a shift without impairing the feeling of acceleration.

In the above embodiment, the shift line is determined based on the intake air amount QN and the vehicle speed. However, the shift line may be determined from the intake pipe pressure and the vehicle speed. . Further, the basic fuel injection amount TP obtained from the intake air amount or the intake pipe pressure may be used. TP
Is one-to-one with the intake air amount or intake pipe pressure.

[0056]

As described above, according to the first aspect of the present invention, when the intake air amount reaches a substantially saturated state, the shift map is switched to a shift map based on the accelerator pedal depression amount and the vehicle speed.
For that to perform the shift control corresponding to the amount of depression of the accelerator pedal which reflects the driver's intention, can perform transmission that matches the driver's intention in the entire operating range, the or maps switching the down line only This is advantageous in that the acceleration feeling can be improved with the minimum necessary map switching.

[Brief description of the drawings]

FIG. 1 is a principle block diagram of the invention according to claim 1;

FIG. 2 is a schematic configuration diagram of one embodiment of an internal combustion engine equipped with the device of the present invention.

FIG. 3 is a hardware configuration diagram of an engine control computer in FIG. 2;

FIG. 4 is a flowchart illustrating a shift control routine according to an embodiment of the present invention.

FIG. 5 is a first diagram illustrating a shift line calculation routine that is a main part of the present invention;
It is a flowchart (the 1) which shows an Example.

FIG. 6 is a diagram illustrating a first example of a shift line calculation routine that forms a main part of the present invention;
It is a flowchart (the 2) which shows an Example.

FIG. 7 is a diagram illustrating a Q used in the shift line calculation routine of FIGS. 5 and 6;
FIG. 4 is an explanatory diagram of an N-TA switching flag.

FIG. 8 is an explanatory diagram of shift lines used in the shift line calculation routine of FIGS. 5 and 6.

FIG. 9 is a flowchart (part 1) illustrating a modification of the first embodiment of the shift line calculation routine.

FIG. 10 is a flowchart (part 2) illustrating a modification of the first embodiment of the shift line calculation routine.

FIG. 11 is a diagram for explaining a state of shifting line switching according to the flowcharts of FIGS. 9 and 10;

FIG. 12 is a flowchart illustrating a throttle opening control routine of an engine control computer according to another embodiment of the present invention.

FIG. 13 is a diagram showing a map used in the control routine of FIG.

FIG. 14 is a diagram showing throttle opening versus accelerator opening characteristics in another embodiment of the present invention.

FIG. 15 is a diagram showing that the maximum value of the intake air amount per rotation can be obtained when the throttle opening is approximately half the opening.

FIG. 16 is a characteristic diagram of throttle opening versus engine speed in another embodiment of the present invention.

FIG. 17 is a flowchart (part 1) illustrating a shift line calculation routine according to a second embodiment of the present invention.

FIG. 18 is a flowchart (part 2) of a shift line calculation routine according to a second embodiment of the present invention.

FIG. 19 is an explanatory diagram of a QN-PA switching flag used in the shift line calculation routine of FIGS. 17 and 18.

FIG. 20 is a diagram illustrating a relationship between an accelerator opening and an intake air amount according to another embodiment of the present invention.

[Explanation of symbols]

 11 intake air amount detection means 12 first detection means 13 second detection means 14 vehicle speed detection means 15 storage means 16 map switching means 17 automatic transmission means 20 automatic transmission 24 throttle valve 49 accelerator pedal 50 throttle position sensor 53 engine control Computer 54 ECT computer 55 Vehicle speed sensor 56 Shift position switch 57 Accelerator opening sensor

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁶ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (1)

(57) [Claims] 1. An intake air amount calculating means for calculating an intake air amount of an internal combustion engine, a first detecting means for substantially detecting an accelerator pedal depression amount, and the intake air amount being set to a predetermined upper limit value. Second detection means for detecting whether or not the vehicle speed has been reached; vehicle speed detection means for detecting the speed of the vehicle equipped with the internal combustion engine; a first shift map comprising a shift line based on the intake air amount and the vehicle speed; A storage unit that stores in advance a second shift map including a shift line based on an accelerator pedal depression amount and a vehicle speed; and that the detected intake air amount has reached the upper limit or more by the second detection unit. When the detection result is obtained, a map switching means for switching a map read from the storage means and used from the first shift map to the second shift map; and a vehicle speed detected by the vehicle speed detecting means. Automatic shifting means for searching a shift map from the map switching means to determine a shift line based on a value detected by the intake air amount detecting means or the first detecting means and automatically setting a gear position. And the map switching by the map switching means is performed by the
The down line in the first and second shift maps is executed.
For the up line, use only the up line of the first shift map.
Automatic shift control apparatus characterized by there.