JP2816466B2 - Vehicle transmission control method - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a technique for controlling a speed ratio of a transmission mounted on a vehicle. [Prior Art] Conventionally, a technique has been disclosed in which a driver's dozing state is detected from brain waves (α waves), pulse, or the like, or from the frequency of meandering operation of a vehicle, and an alarm such as “rest” is issued. (See Japanese Utility Model Application Laid-Open No. 56-73638). [Problems to be Solved by the Invention] However, as in the related art, a dozing state is detected based on the physiological action of the driver or the running state of the vehicle, and a “pictogram of a coffee cup” or the like is displayed, or There is a case where it is not possible to urge the driver to have a sufficient arousal effect by giving an alarm to the driver in a dozing state by emitting sound. SUMMARY OF THE INVENTION It is an object of the present invention to improve the safety of a vehicle by solving the above-mentioned problems and encouraging a driver to have more than enough awakening action. [Means for Solving the Problems] As a means for achieving the above object, a method for controlling a vehicle transmission according to the present invention employs, as illustrated in FIG. In the controlling method, when a drowsy state of the driver of the vehicle is detected (step SA), the driving is performed by changing the transmission ratio of the transmission at least once within a predetermined transmission ratio width (step SB). It is characterized by stimulating the arousal effect of the person. 2. Description of the Related Art A transmission mounted on a vehicle is capable of performing a stepped or stepless transmission using, for example, a computer. Examples of changing the speed ratio of the transmission at a predetermined speed ratio width include an upshift as described in claim 2 and an upshift as described in claim 3. Alternately performing downshifting may be mentioned, but not limited to these. [Operation] In the control method of the vehicle transmission according to the present invention, when detecting the dozing state of the driver of the vehicle (step SA), the speed ratio of the transmission changes, for example, one or more times ( Step SB). As a result, deceleration and acceleration occur in the vehicle, and the driver experiences the deceleration and acceleration. In particular, if the upshift and the downshift are alternately performed as described in claim 3, the driver will alternately receive a sense of deceleration and a sense of acceleration, which is extremely effective in awakening from dozing. Become. As a method of changing the speed ratio of the transmission, for example, the speed ratio of a continuously variable or stepped transmission may be controlled, or the method may be connected to the continuously variable or stepped transmission. The amount of engagement of the clutch may be varied (speed ratio of the clutch). Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In FIG. 2, the engine 10 of the vehicle includes a coupling clutch.
It is connected to an input shaft 16 of a continuously variable transmission 14 via a fluid coupling 12 with 11. The input shaft 16 is provided with a variable pulley 22 whose hydraulic groove 18 changes the width of the V groove, that is, the diameter of the transmission belt 20. The output shaft 24 is provided with a variable pulley 28 whose V groove width is changed by a hydraulic cylinder 26. Therefore, the rotational force transmitted to the input shaft 16 is transmitted to the output shaft 24 via the conductive belt 20 wound around the variable pulleys 22 and 28,
The power is transmitted to the sub-transmission 30 at the subsequent stage. The auxiliary transmission 30 includes a Ravigneaux-type compound planetary gear device including a first sun gear 32, a second sun gear 34, a ring gear 36, and the like.
38, the low speed brake 40 and the reverse brake 42 are selectively operated by a hydraulic actuator (not shown), and as shown in the following Table 1, the transmission ratio Rf of the subtransmission 30 is changed.
Are switched, or normal rotation and reverse rotation are switched. Here, in Table 1, ρ1 is Zs1 / Zr, and ρ2 is Zs2 / zr. Here, Zs1 is the number of teeth of the first sun gear 32, Zs2 is the number of teeth of the second sun gear 34, and Zr is the number of teeth of the ring gear 36. The output shaft 24 of the belt-type continuously variable transmission 14 constitutes the input shaft of the auxiliary transmission 30 and a carrier that supports the planetary gears in the auxiliary transmission 30.
Since the output shaft 44 constitutes the output shaft, the speed ratio of the subtransmission 30 is a value obtained by dividing the rotation speed of the output shaft 24 by the rotation speed of the carrier 44.
The rotational force transmitted to the carrier 44 is applied to the intermediate gears 46 and 48.
And a final reduction gear 50 to be transmitted to a pair of drive wheels 52 of the vehicle. Near the variable pulleys 22 and 28, these variable pulleys
Pulse signal SP1 of frequency corresponding to rotation speed of 22 and 28
An input speed sensor 58 and an output shaft speed sensor 60 for outputting SP2 and SP2 to the controller 54 are provided. A vehicle speed sensor 61 for outputting a frequency pulse signal SV corresponding to the rotation speed of the intermediate gear 48 to the controller 54 is provided near the intermediate gear 48. The throttle valve 62 provided in the intake pipe of the engine 10
The throttle valve 62 is provided with a throttle sensor 64.
From 64, the throttle signal Sθ representing the throttle valve opening θ
Is supplied to the controller 54. The ignition circuit of the engine 10 is provided with an engine speed sensor 65, from which a speed signal SNE representing the engine speed Ne is supplied to the controller 54. In this embodiment, a shift lever 66 is used as a shift switching device. From an operation position sensor 68 that detects the operation position of the shift lever 66, a signal SP indicating the shift operation position Psh of the shift lever 66 is sent to the controller 54. Supplied to This shift lever 66 is mechanically associated with a manual valve in the hydraulic circuit 70, and when operated in the neutral range, the high speed clutch 38,
This prevents the hydraulic pressure from being supplied to any of the hydraulic actuators for operating the low-speed gear brake 40 and the reverse brake 42, respectively.However, when operated in the reverse range, the hydraulic actuator that operates the reverse brake 42 is operated. Only supply hydraulic oil. Also, shift lever 66
Is operated in the normal traveling (D: drive) range of the forward range, the hydraulic oil is supplied only to the hydraulic actuator that operates the high speed clutch 38, and the high speed gear To be maintained. When the shift lever 66 is set to the automatic shift range (S
Range) or the engine brake range (L range), the operation oil is supplied to one of the hydraulic actuators that operate the high speed clutch 38 and the low speed brake 40. . To these hydraulic actuators, hydraulic pressure is alternatively supplied from a shift valve that operates in response to the operation of a shift electromagnetic valve 72 provided in the hydraulic circuit 70. The hydraulic circuit 70 supplies the hydraulic cylinder 26 provided on the output shaft 42 with a line hydraulic pressure adjusted in accordance with the actual gear ratio of the continuously variable transmission 14 and the output torque of the engine 10,
The tension of the conduction belt 20 is necessary and sufficiently controlled. Also,
The hydraulic circuit 70 supplies or discharges hydraulic oil to the hydraulic cylinder 18 provided on the input shaft 16 in response to the operation of the shift direction switching valve 74, and also includes a shift speed switching valve.
In response to the operation of 76, the hydraulic oil inflow speed to the hydraulic cylinder 18 or the hydraulic oil discharge speed from the hydraulic cylinder 18 is changed, and in response to the operation of the lock-up switching valve 77, the hydraulic oil to the direct coupling clutch 11 is changed. Switch direction. The hydraulic pump 78 is driven by the engine 10 or the like to pump hydraulic oil in the oil tank 80 to the hydraulic circuit 70, and functions as a hydraulic source of the hydraulic circuit 70. A steering column sensor 81 such as a photo interrupter is provided on a steering column (not shown) of the vehicle, and a steering angle signal SD indicating the steering angle θd is supplied to the controller 54. The controller 54 includes an input / output interface 82, a central processing unit 84, a storage unit 86, etc., and various input signals input via the input / output interface 82 according to programs and data stored in the storage unit 86 in advance. By controlling the operation of the shift solenoid valve 72 on the basis of the processing result, thereby automatically shifting the gear stage of the subtransmission 30. The shift direction switching valve 74 and the shift speed switching valve
By controlling the operation of 76, the gear ratio of the continuously variable transmission 14 is changed to an optimum value, and by controlling the operation of the lock-up switching valve 77, the direct-coupled clutch 11 is locked up “on” or locked up “ Turn off. Next, a gear ratio control routine according to the present embodiment, which is executed every predetermined time (here, 8 msec), will be described with reference to the flowchart of FIG. FIG. 3 shows a control routine for controlling the speed ratio of the entire transmission of the vehicle. First, the vehicle speed V, the throttle opening θ, the rotation speed Nin of the input shaft 16 and the rotation speed Nout of the output shaft 24 are shown. , Engine speed Ne, shift lever
66 operation position Psh and steering angle θd are signal SV, Sθ, SP1, SP2, SN
Reading is performed based on E, SP, and SD (step 100). Then
It is determined whether the actual operation position of the shift lever 66 is in the normal travel range or the automatic shift range (step 11).
0). If it is determined that the transmission is in the normal traveling range, the speed ratio control routine in the normal traveling range shown in FIG. Control (step 120). On the other hand, if it is determined that the shift lever 66 has been controlled to the automatic shift range (step 110), the sub-transmission 3
The shift control of 0 is executed (step 130). That is,
From the shift pattern stored in the storage unit 86 in advance, the vehicle speed V
The gear stage of the auxiliary transmission 30 is determined based on the throttle opening θ, and a drive signal is output to the shift electromagnetic valve 72 so that the determined gear stage is realized. The shift pattern is, for example, as shown in FIG. 5, and is stored in a form such as a data map. In the figure, U12 is prepared in consideration of the running performance of the vehicle, and is used to determine an upshift from a lower gear (first speed) to a higher gear (second speed). It is a shift line, and D21 in the figure is
It is prepared to form an appropriate hysteresis and considering the acceleration performance by kick down,
It is a downshift line used to determine a downshift from a higher gear to a lower gear. Next, it is determined whether the actual gear of the subtransmission 30 is the high gear or the low gear (step 140). If it is determined that the gear is the higher gear,
For example, instead of the gear ratio control routine (step 120) in the normal running range shown in FIG. 4, a gear ratio control routine in a high gear stage (not shown in detail) is started to execute the gear ratio control of the continuously variable transmission 14. (Step 150). If it is determined in step 140 that the gear stage of the auxiliary transmission 30 is the lower gear stage, for example, instead of the speed ratio control routine (step 120) in the normal traveling range shown in detail in FIG. 4, A gear ratio control routine in a low gear stage (not shown in detail) is started, and the continuously variable transmission is started.
The gear ratio control of 14 is executed (step 160). Next, a gear ratio control routine in the normal traveling range shown in FIG. 4 will be described. In the control routine of FIG. 4, first, a meandering operation based on the driver's dozing state is determined based on the change state of the steering angle θd (step 210). The determination of the meandering operation is to determine that the steering operation is the meandering operation when the steering wheel is slightly cut at a small angle with respect to the straight traveling for a predetermined time or more and this is repeated a predetermined number of times or more. . If it is determined that the vehicle is not in the meandering operation state as a result of the determination of the meandering operation, a process is performed to clear the wakeup rotational speed NKAKU used for calculating a target rotational speed Nin ^* , which will be described later, to “0” (step 220). on the other hand,
If it is determined that the vehicle is in a meandering operation state,
NKAKU setting processing is performed (step 230). The setting process of the awakening speed NKAKU performed here repeats the process of setting the awakening speed NKAKU and clearing it to “0” every predetermined time. That is, while it is determined that the operation is the meandering operation, the setting and clearing of the wakeful rotation speed NKAKU are repeated. Clearing the awakening speed NKAKU (step 220)
Alternatively, after any of the setting processing (step 230) is executed, the calculation of the reference target rotation speed Ninb ^* is stored in the storage unit 86 in advance, and the reference target rotation speed for the normal traveling range in FIG. Referring to the Ninb ^* data map, the process is performed based on the vehicle speed Vi (i = 0 to max) and the throttle opening θ read in step 100 of FIG. 3 (step 240). Next, the target rotation speed Nin ^* is calculated by the following equation (1). Nin ^* ← Ninb ^* + NKAKU ... (1) Ninb ^* ... Reference target speed NKAKU ... Awakening speed After calculating the target speed Nin ^* , the continuously variable transmission 1
Perform the control to change the gear ratio of step 4 (steps 260 through
280). That is, first, it is determined whether or not the target rotation speed Nin ^* is equal to or less than the rotation speed Nin of the input shaft 16 (step 260).
Next, if Nin ^* > Nin, it is determined that the rotational speed Nin of the input shaft 16 is to be increased, and the continuously variable transmission is controlled by controlling the shift direction switching valve 14 and the shift speed switching valve 76.
The control (downshift control) for increasing the gear ratio γ of 14 is executed (step 270). On the other hand, when the target rotation speed Nin ^* is smaller than the rotation speed Nin of the input shaft 16, the continuously variable transmission 14
(Up-shift control) for reducing the speed ratio γ of the vehicle. By executing the above steps 210 to 280, the gear ratio of the continuously variable transmission 14 when the shift lever 16 is in the normal traveling range becomes the sixth gear ratio when the vehicle is not in the meandering operation.
It is determined based on the reference target rotation speed Ninb ^* data map for the normal traveling range shown in the figure, and is actually controlled. on the other hand,
If it is determined that the meandering operation is performed, the awakening speed NKAKU is intermittently added to the value based on the data map in FIG. 6, and actual control is performed according to this value. Therefore, during the meandering operation, the actual speed ratio of the continuously variable transmission 14 is, for example, as shown in FIG.
Target rotational speed NA calculated from the throttle opening θ
^*, And target rotation speed N obtained by adding awakening rotation speed NKAKU to NA ^*
It is controlled alternately to a value based on B ^* (= NA ^* + NKAKU). The speed ratio control at the high speed gear number (step 150) and the speed ratio control at the low speed gear number (step 160) in FIG. 3 similarly perform the control for judging the meandering operation and changing the actual speed ratio. It is. As described above, according to the present embodiment, when the vehicle is performing the meandering operation with the driver falling asleep, the continuously variable transmission 14 alternately performs the downshift and the upshift. The driver of the continuously variable transmission
A deceleration feeling and an acceleration feeling due to repetition of 14 downshifts and upshifts are alternately received. As a result, the driver senses the jerky shock and wakes up from the dozing state. Therefore, the present embodiment has an extremely excellent effect that the safety of the vehicle is improved. The present invention is not limited to the above embodiment. For example, as a method for promoting awakening, a field coupling of an automatic transmission or a direct coupling clutch of a torque converter may be intermittently connected, and a method of detecting a dozing state may be used. Then, a method of detecting and determining a physiological phenomenon such as an electroencephalogram or a pulse may be used. [Advantage of the Invention] The control method for a vehicle transmission according to the present invention, when detecting the driver's dozing state, changes the gear ratio to give the driver a sense of jerkyness, thereby awakening the driver. Prompt. This makes it possible for the driver to experience the jerky feeling of the vehicle, thereby awakening the driver from the dozing state strongly, and has an extremely excellent effect of improving the safety of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a flowchart illustrating the basic configuration of the present invention, FIG. 2 is a configuration diagram of a system to which one embodiment of the present invention is applied, and FIG. FIG. 4 is a flowchart of a gear ratio control routine in the normal travel range, FIG. 5 is a graph showing shift characteristics of the sub-transmission of the embodiment, and FIG. 6 is a flowchart of the continuously variable transmission of the embodiment. It is a graph which shows a shift characteristic. 10 Engine 14 Continuously variable transmission 30 Sub-transmission 54 Controller 81 Steering angle sensor

   ────────────────────────────────────────────────── ─── Continuation of front page       (56) References JP-A-61-81229 (JP, A)                 JP-A-55-148623 (JP, A)                 JP-A-61-228151 (JP, A)                 JP-A-61-184261 (JP, A)                 JP-A-61-103044 (JP, A)                 60-93523 (JP, U)                 62-95944 (JP, U)

Claims (1)

(57) [Claims] In a method of controlling a speed ratio of a transmission mounted on a vehicle, when detecting a dozing state of a driver of the vehicle, the speed ratio of the transmission is changed at least once within a predetermined speed ratio width. A method for controlling a vehicular transmission, comprising: prompting a driver to wake up. 2. 2. The control method for a vehicle transmission ratio according to claim 1, wherein the change in the speed ratio is an upshift. 3. 2. The control method for a vehicle transmission according to claim 1, wherein an upshift and a downshift are alternately performed when changing the speed ratio.