JP3446429B2 - Transmission control device for automatic transmission - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission mounted on a vehicle, and more particularly to a shift control device for performing a return operation of an accelerator pedal.

[0002]

2. Description of the Related Art Automatic transmissions are designed to
There is a tendency that the gear is automatically shifted to a suitable gear determined according to the traveling condition such as the vehicle speed, and as the operating load of the engine becomes smaller, the gear shifts to the higher gear position.

Therefore, when another vehicle cuts in front of the vehicle, or when the accelerator pedal for adjusting the output of the engine is suddenly returned to avoid an obstacle,
The automatic transmission is upshifted to the high gear position. In this case, since the engine brake is small, the driver may feel a sense of idling of the vehicle and may be a little anxious for a moment.

In order to solve this problem, when an operation such that the return speed of the accelerator pedal exceeds the set speed has been conventionally performed, as described in, for example, Japanese Patent Application Laid-Open No. 61-249841, immediately before the operation. A shift control device for an automatic transmission has been proposed which holds a gear position and prohibits an upshift shift to a higher gear position. According to such a conventional technique, when the return speed of the accelerator pedal exceeds the set speed, the automatic transmission is held in the gear position immediately before the accelerator return operation, so that the engine brake does not become small, and therefore, It is possible to solve the problem that the driver feels uncomfortable and feels uncomfortable.

[0005]

However, conventionally, the set value of the accelerator return speed for determining whether or not to hold the gear position and prohibit the upshift gear shifting to the high gear position is a fixed value. Therefore, this cannot be considered in consideration of individual differences in accelerator pedal operation by the driver and accelerator pedal operation that varies depending on the traveling environment of the vehicle, and there is a concern that the problems described below may occur.

That is, when the driver, who normally operates the accelerator pedal relatively quickly, is driving, the accelerator return speed easily exceeds the fixed set value, and the gear position is maintained although it is not necessary. Therefore, the driver feels unnecessary engine braking is annoying, and conversely, when the driver who normally operates the accelerator pedal relatively slowly is driving, it is difficult for the accelerator return speed to exceed the fixed set value above. As a result, the gear position may not be held even though it is necessary, and an upshift gear shift corresponding to the accelerator pedal return operation is performed, so that the required engine brake cannot be obtained and There has been a problem that the original purpose of preventing a feeling of idle running cannot be achieved.

In addition, even if the same driver,
When cruising on a relatively empty main road, the accelerator pedal is often operated slowly, and on the other hand, on roads where the steering wheel needs to be turned frequently, such as in mountain roads, the accelerator pedal operation is relatively It's always done quickly. Therefore, under the latter traveling environment, the accelerator return speed easily exceeds the fixed set value, and the gear position may be held even though it is not necessary, and the driver feels annoying unnecessary engine braking. On the contrary, under the former driving environment, since the accelerator return speed does not easily exceed the fixed set value above, the gear position may not be held even though it is necessary. There is a problem that the original purpose of preventing a momentary idling feeling of the vehicle cannot be achieved because the required engine brake is not obtained due to the upshift gear shift corresponding to the above.

According to the present invention, the set value of the accelerator return speed for judging whether or not to hold the gear position and prohibit the upshift gear shift to the high gear side is not a fixed value, but this is set by the driver. An object of the present invention is to solve the above-mentioned problems by making it variable so as to take into consideration individual differences in accelerator pedal operation and accelerator pedal operations that differ depending on the traveling environment of the vehicle.

[0009]

To this end, a shift control device for an automatic transmission according to a first aspect of the present invention is a vehicle for transmitting the rotation of a prime mover to wheels via the automatic transmission. Based on the accelerator return speed detecting means for detecting the return speed of the accelerator pedal that adjusts the output of the prime mover, and the accelerator return speed detection value from the means during a predetermined time, it is determined that the abrupt return operation of the accelerator pedal has been performed. Accelerator return speed setting value calculating means for calculating the accelerator return speed setting value, and in response to signals from both means, it is detected that the accelerator pedal return speed detection value is equal to or more than the accelerator return speed setting value. Accelerator sudden decrease operation detecting means, and a gear that holds the gear position of the automatic transmission when the sudden return operation of the accelerator pedal is detected by the means. It is configured by including the location holding means
It

According to the gear shift control device of the first aspect of the present invention having the above-mentioned structure, it is necessary that the accelerator pedal return speed detection value is greater than or equal to the accelerator pedal return speed set value by the accelerator sudden decrease operation detecting means, that is, the accelerator pedal speed is suddenly increased. The gear position holding means holds the gear position of the automatic transmission when the automatic return operation is detected. Therefore, during the accelerator deceleration operation, the automatic transmission is held in the gear position immediately before the sudden accelerator return operation, and the automatic transmission upshifts to the gear position on the high speed side in response to the accelerator return operation. Never be done. Therefore, even when a sudden accelerator return operation is performed, the engine brake does not become small due to the upshift of the automatic transmission, and it is possible to eliminate the adverse effect that the driver feels uncomfortable and feels uneasy. .

By the way, the accelerator return speed setting value is not set to a fixed value but is calculated by the accelerator return speed setting value calculating means as follows, that is, the accelerator return speed is detected from the accelerator returning speed detecting means during a predetermined time. Since the set value is calculated based on the detected speed value, the accelerator return speed set value should always change depending on the individual difference in the accelerator pedal operating speed by the driver and the accelerator pedal operating speed that varies depending on the vehicle running environment. Becomes

For this reason, even when a driver who operates the accelerator pedal quickly is driving, or conversely, when a driver who operates the accelerator pedal slowly is driving,
The gear position is held even though it is not necessary, causing unnecessary and troublesome engine braking, or the gear position is not held even though it is necessary, and engine braking is performed by upshifting in response to the accelerator pedal returning operation. By not obtaining the above, it is possible to solve the problem that the above-mentioned original purpose of preventing the momentary idle feeling of the vehicle cannot be achieved.

Further, even when cruising on a main road where the accelerator pedal is often operated slowly, and when traveling on a mountain road where the accelerator pedal operation is often performed quickly, the gear is unnecessary. The position is maintained, causing unnecessary and troublesome engine braking, or the gear position is not maintained even though it is necessary, and engine braking cannot be obtained by upshifting in response to accelerator pedal return operation. As a result, it is possible to eliminate the disadvantage that the original purpose of preventing the momentary idle feeling of the vehicle cannot be achieved.

Further, in the shift control device for the automatic transmission according to the first aspect of the present invention, the accelerator return speed set value calculation means has the following configuration. That is, the accelerator return speed set value calculating means is configured to determine the accelerator return speed set value by the sum of the average value and the variance of the accelerator return speed detection values during the predetermined time.

According to the gear shift control device having the above-mentioned first aspect of the invention, the most average value of the accelerator return speed detection values is set as the accelerator return speed set value, so that it is required to hold the gear position. The sudden return operation of the accelerator pedal can always be reliably determined regardless of the individual difference of the driver and the difference in the traveling environment.

Further, in the shift control device for the automatic transmission according to the first aspect of the present invention, the accelerator return speed setting value calculating means may lower the accelerator return speed setting value below the lower limit value of the accelerator pedal operation degree during high speed cruise traveling. Configure not to.

According to the gear shift control device of the first aspect of the invention, the following operational effects can be obtained. That is, while cruising on a highway or the like, the operation of the accelerator pedal is gentle, and the accelerator return speed set value calculated as described above becomes extremely small. Here, if you shift to city driving, you will be able to quickly operate the accelerator pedal,
Immediately after the shift, the accelerator return speed is likely to exceed the accelerator return speed setting value that has been reduced as described above, and there is a concern that unnecessary gear position may be held. However, according to the first aspect of the invention, the accelerator return speed setting value calculation means does not lower the accelerator return speed setting value below the lower limit value of the accelerator pedal operation degree during high-speed cruising, so that such concern can be eliminated. it can.

According to a second aspect of the present invention, there is provided a shift control device for an automatic transmission, comprising: an uphill traveling detecting means for detecting that the vehicle is traveling on an uphill road in the first departure.
A gear position holding prohibiting means for prohibiting the gear position holding action of the gear position holding means and permitting an automatic shift of the automatic transmission is provided while the traveling of an uphill road is detected by the means. The accelerator return speed setting value calculation means is configured to stop updating the accelerator return speed setting value while the uphill road traveling detecting means detects that the vehicle is traveling on an uphill road.

In the shift control device having the second aspect of the invention, the gear position holding prohibiting means functions to hold the gear position by the gear position holding means while the uphill running detection means detects that the vehicle is traveling on the uphill road. To allow automatic shifting of the automatic transmission. At the same time, during this period, the accelerator return speed setting value calculation means stops updating the accelerator return speed setting value.

If the gear position holding action is performed even while traveling on an uphill road, a relatively large engine brake due to this tends to decelerate the vehicle traveling on the uphill road for a moment, resulting in deterioration of driving feeling. However, according to the fourth aspect of the invention, as described above, since the gear position holding action is prohibited during traveling on an uphill road, such a harmful effect can be avoided.
Further, in the second aspect of the invention, since the updating of the accelerator return speed setting value is stopped during traveling on an uphill road in which the gear position holding action is prohibited, the gear position holding action is prohibited, It is possible to prevent the accelerator return speed setting value from being updated to determine whether or not to do so, and prevent it from becoming inaccurate.

According to a third aspect of the present invention, there is provided a shift control device for an automatic transmission according to the first or second aspect of the invention, wherein the high speed traveling detection detects that the vehicle is traveling at a high speed equal to or higher than a set vehicle speed. Means and gear position holding prohibiting means for prohibiting the gear position holding action of the gear position holding means and permitting automatic shifting of the automatic transmission while the high speed running is detected by the means. It is characterized by that.

In the shift control device having the structure of the third aspect of the invention, while the high speed running detecting means detects that the vehicle is running at a high speed equal to or higher than the set vehicle speed, the gear position holding prohibiting means makes the gear position holding means operate. Prohibit the holding action and allow the automatic transmission to shift automatically.

Here, when the vehicle is traveling at a high speed equal to or higher than the set vehicle speed, the vehicle speed is originally high due to the upshift gear change accompanied by the accelerator sudden decrease operation in which the accelerator return operation speed is equal to or higher than the set value. If the gear position holding action is nevertheless given to the driver and the gear position holding action is nevertheless performed, deceleration due to unnecessary engine braking will occur and the drivability will be deteriorated. Since the gear position holding action is prohibited, this adverse effect can be avoided.

According to a fourth aspect of the present invention, there is provided a shift control device for an automatic transmission according to any one of the first to third aspects, wherein the traffic jam detecting means detects whether or not the road is congested. When the traffic jam is detected by the means, the accelerator return speed setting value calculating means,
It is characterized in that the accelerator return speed setting value is reduced.

In the shift control device having the fourth aspect of the invention, the accelerator return speed setting value calculation means decreases the accelerator return speed setting value when the congestion detection means detects that the road is congested. Therefore, on a congested road where deceleration frequency increases, it is easier to hold the gear position due to the decrease in the accelerator return speed setting value, and the engine brake is used to reduce the frequency of use of the foot brake and improve its durability. In addition, the drivability can be improved.

A shift control device for an automatic transmission according to a fifth aspect of the present invention is the shift control device for an automatic transmission according to any one of the first aspect through the fourth aspect, further comprising an inter-vehicle distance detecting means for detecting an inter-vehicle distance in front of the vehicle. It is characterized in that the accelerator return speed set value calculation means is configured to decrease the accelerator return speed set value while the front inter-vehicle distance detected by the means is less than the safe inter-vehicle distance. .

In the shift control device having the structure of the fifth aspect of the present invention, the accelerator return speed set value calculation means operates the accelerator return speed while the inter-vehicle distance ahead of the vehicle detected by the inter-vehicle distance detecting means is less than the safe inter-vehicle distance. Decrease the set value. Therefore, under the inter-vehicle distance less than the safe inter-vehicle distance, where deceleration frequency increases, the gear position is more likely to be held due to the decrease in the accelerator return speed setting value, and the use of the engine brake reduces the frequency of use of the foot brake. Let
The durability can be improved and the drivability can also be improved.

A shift control device for an automatic transmission according to a sixth aspect of the present invention is the shift control device for an automatic transmission according to any one of the first to fifth aspects of the invention, which detects that the vehicle is traveling on a curved road. Means is additionally provided, and when the traveling on a curved road is detected by the means, the accelerator return speed set value calculation means is configured to decrease the accelerator return speed set value.

In the shift control device having the sixth aspect of the invention, the accelerator return speed setting value calculating means lowers the accelerator return speed setting value when the curved road traveling detecting means detects the traveling on the curved road. Therefore, when traveling on a curved road where the deceleration frequency becomes high, it becomes easier to hold the gear position due to the decrease in the accelerator return speed setting value, and the use frequency of the foot brake is reduced by using the engine brake.
The durability can be improved and the drivability can also be improved.

According to a seventh aspect of the present invention, there is provided a shift control device for an automatic transmission according to any one of the first to sixth aspects of the invention, which has a low friction for detecting that the vehicle running road surface is a low friction road surface. A road surface detecting means is additionally provided, and when the traveling on a low friction road surface is detected by the means, the accelerator return speed setting value calculating means is configured to decrease the accelerator return speed setting value. It is a thing.

In the shift control device having the seventh aspect of the invention, when the low friction road surface detecting means detects the low friction road surface, the accelerator return speed setting value calculating means lowers the accelerator return speed setting value. Therefore, when traveling on a low friction road where the deceleration frequency increases, it is easier to hold the gear position due to the decrease in the accelerator return speed setting value, and the engine brake is used to reduce the frequency of use of the foot brake. It is possible to prevent the drivability from being deteriorated due to heavy use and the vehicle posture from being easily disturbed.

[0032]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 and 2 show a shift control device for an automatic transmission according to an embodiment of the present invention. First, the configuration of the shift control device will be described with reference to FIG. In FIG. 1, reference numeral 1 denotes an automatic transmission. The automatic transmission 1 is a stepped transmission, and rotation from an on-vehicle engine (motor) (not shown) is shifted according to a selected gear position and is also not shown. Shall be transmitted to the wheels.

The selected gear position of the automatic transmission 1 is determined by the well-known shift control unit 2, and the automatic transmission 1 receives the gear position command from the shift control unit 2 and receives the gear position command. It is assumed that automatic gear shifting is performed by switching the selected gear position to the gear position corresponding to the command via the gear shifting hydraulic circuit.

Here, the shift control section 2 is inputted with a signal from a throttle opening sensor 3 for detecting an engine throttle opening TVO and a signal from a vehicle speed sensor 4 for detecting a vehicle speed VSP, respectively, and The gear position of the automatic transmission 1 shall be determined. That is, the shift control unit 2 searches the throttle opening TVO and the vehicle speed VSP detected by the sensors 3 and 4 for a suitable gear position that matches the vehicle operating state based on a preset shift map, and retrieves this. It is issued to the automatic transmission 1 as a gear position command.

In the present embodiment, a gear position holding command unit 5 is provided connected to the shift control unit 2, and the gear position holding command unit 5 operates an accelerator operated by a driver to adjust the output of the engine. This is for issuing a gear position holding command to the gear shift control unit 2 when a condition described later in detail is satisfied when the pedal is suddenly returned. When the command is input, the gear shift control unit 2 is The command is executed in preference to the gear shift control of 1 to hold the gear position.

In order to determine whether or not the gear position holding command should be issued, the gear position holding command section 5 inputs signals from the throttle opening sensor 3 and the vehicle speed sensor 4 to the automatic transmission. The signal from the gear position sensor 6 for detecting the selected gear position i of 1, the signal θ from the accelerator return speed calculation unit 7 corresponding to the accelerator return speed detection means in the present invention, and the accelerator return speed set value calculation means in the present invention. The signal SS from the accelerator return speed setting value calculation unit 8 corresponding to is input.

The accelerator return speed calculation unit 7 obtains a throttle opening change amount of the throttle opening TVO detected by the sensor 3 for each minute unit time, and divides this amount by the minute unit time to calculate the accelerator pedal operation speed. However,
Among them, the operation speed θ in the returning direction of the accelerator pedal is input to the gear position holding command unit 5 and the accelerator return speed set value calculation unit 8 as the accelerator return speed.

As will be described in detail later, the accelerator return speed setting value calculation unit 8 samples the accelerator return speed θ during a fixed time of, for example, one minute when the accelerator pedal is operated to return the most average of the sampled values. It is assumed that the accelerator return speed setting value SS is set to any value and is input to the gear position holding means 5.

The gear position holding command unit 5 executes the control program shown in FIG. 2 based on the various input information described above to appropriately issue a gear position holding command to the shift control unit 2. Since the gear position holding command unit 5 is composed of a common microcomputer together with the accelerator return speed calculation unit 7 and the accelerator return speed set value calculation unit 8, in FIG. In addition, the processes performed in the accelerator return speed calculation unit 7 and the accelerator return speed set value calculation unit 8 are also shown together.

In FIG. 2, first, in step 21, the vehicle speed VSP is read, and in next steps 22 and 23,
The processes in the accelerator return speed calculation unit 7 and the accelerator return speed set value calculation unit 8 described above are executed as described in detail below. In step 22, the accelerator return speed θ is calculated as described above, and the average value μ and the variance σ of the accelerator return speed θ in the past, for example, during a fixed time of 1 minute are calculated by the following calculation.

[Equation 1]

[Equation 2]

Then, in the next step 23, the average value μ and the variance σ of the accelerator return speed θ thus obtained are added, and the accelerator return speed set value SS obtained by the following equation is calculated.

## EQU00003 ## SS = .mu. +. Sigma. (3) The accelerator return speed setting value SS thus obtained corresponds to the most average value of the accelerator return speed .theta. During the above-mentioned fixed time, and the driver operates the accelerator pedal. As an accelerator return speed setting value for determining that it is a sudden return operation of the accelerator pedal that should hold the gear position of the automatic transmission, regardless of the individual difference in speed and the accelerator pedal operation speed that varies depending on the vehicle traveling environment, It will always be optimal.

The average value μ used in obtaining the accelerator return speed set value SS as described above may be replaced with the mode or the median of the accelerator return speed θ.
It goes without saying that the average deviation may be used instead of the variance σ. Further, the accelerator return speed setting value SS is 80% of the average value of the top 10% of the accelerator return speeds θ during a fixed time, instead of being obtained by the above method.
%, The accelerator return speed set value SS
Can also be

Next, at step 24, which corresponds to the high speed running detecting means in the present invention, it is judged whether or not the vehicle speed VSP is equal to or higher than the set vehicle speed VSP _S. Set vehicle speed VS here
P _S is a lower limit value of a high vehicle speed range that does not give a feeling of idling even by an upshift shift accompanying a rapid return of the accelerator pedal, and is set to 70 km / h, for example. If the vehicle speed VSP is less than the set vehicle speed VSP _S and the accelerator pedal is suddenly released,
When the idling feeling is generated due to the upshift gear shift accompanying this, the control is advanced to step 25 corresponding to the accelerator sudden decrease operation detecting means in the present invention, and here, the accelerator pedal sudden movement that causes the idling feeling as described above is performed. Whether or not the return has been performed is determined by whether or not the accelerator return speed θ is equal to or higher than the accelerator return speed set value SS.

When it is determined that the accelerator pedal is suddenly returned, in step 26, it is checked whether or not the selected gear position i is the highest speed stage. At the highest speed, there is no further upshift, so there is no point in the gear position holding control for preventing the above-mentioned idling by not performing the upshift. Therefore, step 2
If it is determined in step 6 that the gear position i is not at the maximum speed, the control proceeds to step 27, where the throttle opening TVO
Is 0 (accelerator pedal released), the gear position holding command is output to the shift control unit 2 in step 28 corresponding to the gear position holding means in the present invention, and the flag FLAG is set to 1 to indicate this. Set to.

When the gear position holding command is received, the shift control unit 2
Holds the current gear position of the automatic transmission 1 regardless of the above-described normal shift control. From the above, the vehicle speed VSP
Is less than the set vehicle speed VSP _S , when the accelerator pedal is suddenly returned (θ ≧ SS) to fully close the throttle opening TVO, the automatic transmission 1 is held in the gear position immediately before the accelerator return operation. As a result, the upshift gear shift corresponding to the return of the accelerator pedal is not performed. Therefore, it is possible to eliminate the adverse effect that the driver feels a feeling of idling and becomes anxious by the upshift shift corresponding to the return operation of the accelerator pedal.

By the way, the accelerator return speed set value SS for determining whether or not the accelerator pedal is rapidly returned to perform the gear position holding control is not set to a fixed value, but the accelerator return speed θ is set as described above. Since the accelerator return speed setting value SS is set to the most average value during a certain period of time, this accelerator return speed setting value is always different from the accelerator pedal operation speed by the driver, and the accelerator pedal operation varies depending on the traveling environment of the vehicle. It will change according to the speed.

For this reason, even when the driver who operates the accelerator pedal quickly is driving, or conversely, when the driver who operates the accelerator pedal slowly is driving,
The above gear position is held even though it is not necessary, resulting in unnecessary and troublesome engine braking, and the gear position is not held even though it is necessary, which prevents the vehicle from feeling a momentary idling. There will be no adverse effects such as failure to achieve the purpose.

Further, it is not necessary when cruising on a main road where the accelerator pedal is often operated slowly, or when traveling on a mountain road where the accelerator pedal operation is often performed quickly. Since the gear position is held in the vehicle, unnecessary and troublesome engine braking occurs, and the gear position is not held even though it is necessary, and the original purpose of preventing a momentary idling feeling of the vehicle cannot be achieved. There is no adverse effect.

When it is determined in step 25 that the sudden return of the accelerator pedal is no longer detected, or when it is determined in step 26 that the gear position i is the highest speed stage,
Further, when it is determined in step 27 that the throttle opening TVO is not 0 (accelerator pedal released), step 2
When it is determined in 9 that the vehicle speed VSP is running other than 0 and when it is determined in step 30 that the throttle opening TVO is less than the set value TVO _S (for example, 2/8) indicating the deceleration intention, The control proceeds to steps 31 and 32 to execute the gear position holding control as described below. That is, in step 31, it is determined from the flag FLAG whether or not the gear position holding state was last time. If it is in the gear position holding state, the gear position holding command is continuously output in step 32, and the gear position holding state is not established. In that case, the control is terminated as it is. Therefore, the gear position holding control is maintained in the previous state.

In step 24, the vehicle speed VSP is the set vehicle speed V.
When it is determined that it is SP _S or more, or in step 29,
When it is determined that the vehicle speed VSP is 0, or when step 30
Then, the throttle opening TVO is the set value TV that indicates the intention to decelerate.
In determining not less than O _S, the step 3 control
Proceed to 3,34. In step 33, the flag FLAG is 1
When it is determined that there is a gear position holding state, that is, when it is determined that the gear position holding state was held last time, in step 34 corresponding to the gear position holding prohibition means in the present invention, the gear position holding command to the shift control unit 2 is released and , The flag FLAG is reset to 0 to indicate this. When it is determined in step 33 that the flag FLAG is 0, the control is ended as it is, and in any case, the gear position holding action is not performed.

Thus, when it is determined in step 24 that the vehicle speed VSP is higher than the set vehicle speed VSP _S , the gear position holding operation is prohibited in step 34 corresponding to the gear position holding prohibiting means in the present invention. Becomes By the way, if the gear position holding action is performed under such high vehicle speed,
As described above, not only is this unnecessary and wasteful, but a large engine brake acts to deteriorate drivability, but in the present embodiment where the gear position holding action is prohibited under high vehicle speed as described above. It is possible to avoid such an adverse effect.

FIG. 3 shows another embodiment of the present invention.
In the present embodiment, although the configuration similar to that in FIG. 1 is followed, the accelerator return speed setting value calculation unit 8 operates as shown in FIG.
In addition, the processing in steps 41 and 42 in FIG. 3 is performed.

In step 41, the accelerator return speed setting value SS calculated in step 23 is set to the lower limit value SS _min.
Determines whether less than the accelerator return speed setting value SS are Once becomes less than the lower limit value SS _min, at step 42, and sets the accelerator return speed setting value SS to the lower limit value SS _min.
In other words, the lower limit of the speed setting value SS accelerator return SS _{mi n}
Be no smaller than.

Here, the lower limit value SS _min uses, for example, the average value μ and the variance σ of the accelerator return speed θ described above,

## _EQU00004 ## SS _min = μ-σ As shown in (4), the difference value (μ-σ) obtained by subtracting the latter from the former is defined as the lower limit value SS _min . As described above, according to the present embodiment in which the accelerator return speed setting value SS does not become smaller than the lower limit value SS _min , the following operational effects can be achieved.

That is, while cruising on a highway or the like, the operation of the accelerator pedal is gentle, and the accelerator return speed set value SS calculated as described above becomes extremely small. Here, when traveling from highway cruising traveling to urban traveling, the accelerator pedal is quickly operated, and immediately after the transition, the accelerator return speed θ exceeds the accelerator return speed set value SS which is reduced as described above. It is easy and there is a concern that unnecessary gear positions may be held. However, according to the present embodiment, the accelerator return speed setting value SS does not fall below the lower limit value SS _min even during traveling on a highway, so that such a concern can be eliminated.

4 and 5 show still another embodiment according to the present invention. In this embodiment, an uphill road traveling detecting section 11 is added to the configuration of FIG. 1 as shown in FIG. Set up. The uphill traveling detection unit 11 corresponds to the uphill traveling detecting means in the present invention, and when the vehicle is continuously traveling on an uphill with a predetermined gradient or more for a predetermined time or more, this is a gear position. Various information is additionally conceivable to the hold command unit 5, such as a well-known tilt angle sensor installed in the vehicle or reading road gradient information of the navigation system.

The gradient resistance is expressed by the following equation: gradient resistance =
It is also conceivable to obtain the driving surface-acceleration resistance-aerodynamic resistance-rolling resistance by calculation and then calculate the road surface gradient from this.
Here, the driving force in the above equation can be easily obtained from the throttle opening TVO and the engine speed based on the engine performance diagram, and the acceleration resistance is also calculated from the change amount of the vehicle speed VSP and the vehicle weight. It can be easily calculated, and the aerodynamic resistance and rolling resistance are respectively the vehicle speed VS
It can be easily obtained from the 0% load / load line corresponding to P.

The control program according to the present embodiment is as shown in FIG. 5. First, in step 51, the climbing road is detected by the uphill running detection unit 11 of FIG. It is determined whether or not the vehicle is traveling on a road. If the vehicle is not traveling on an uphill road, the above-mentioned gear position holding control is executed in step 52 by executing the control program of FIG. 2 or 3. If the vehicle is traveling on an uphill road, the gear position holding prohibition means in the present invention is executed. Corresponding step 5
In step 3, the gear position holding control in step 52 is prohibited.

While the vehicle is traveling on an uphill road, steps 22 and 23 and steps 41 and 42 in FIG. 2 or 3 are naturally not executed, and, of course, updating the accelerator return speed set value SS is prohibited.

As described above, according to the present embodiment, the above-mentioned gear position holding control is prohibited while the vehicle is traveling on an uphill road. Therefore, the gear position of the automatic transmission 1 is set to the normal value by the shift control unit 2. It is up to the shift control. Therefore, while the vehicle is traveling on an uphill road, even if the abrupt accelerator release operation is performed, the automatic transmission 1 is not controlled to be held in the gear position immediately before the accelerator return operation, and the automatic transmission responds to the accelerator return operation. Then, the gear can be upshifted to the gear position on the high speed side.

For this reason, even when the vehicle is traveling on an uphill road, the gear position holding control in response to the sudden accelerator depression operation (θ ≧ SS) is performed, and a large engine brake does not act. It is possible to avoid the problem that the vehicle traveling on the road is decelerated for a moment by the large engine brake, and the drivability of the vehicle traveling on the uphill is greatly impaired.

Further, since the updating of the accelerator return speed setting value SS is also stopped as described above during traveling on an uphill road in which the gear position holding action is prohibited, the gear position holding action is also prohibited. Regardless, it is possible to prevent the accelerator return speed setting value SS from being updated to determine whether or not to do this, and thus prevent it from becoming inaccurate.

FIGS. 6 and 7 show still another embodiment according to the present invention. In this embodiment, a traffic jam detecting unit 12 is provided in addition to the configuration of FIG. 1 as shown in FIG. . The traffic jam detecting unit 12 corresponds to the traffic jam detecting unit in the present invention, and the detection result by the traffic jam detecting unit 12 is additionally input to the gear position holding command unit 5.

It should be noted that the traffic jam detection unit 12 may be a navigation system or a device that judges traffic jam information from FM multiplex broadcasting and inputs the judgment result to the gear position holding command unit 5.

The control program in this embodiment is as shown in FIG. 7, and this control program is shown in FIG.
The steps 61 and 62 are added between the steps 23 and 24 to the control program of FIG. Step 61
In step S6, it is determined whether or not the traffic is congested depending on whether or not a signal indicating that the traffic is congested is input from the traffic jam detector 12 in FIG. If it is in a traffic jam, in step 62, the accelerator return speed setting value SS is reduced by a predetermined value ΔSS (for example, halved) or changed to 0. If it is not traffic jam, skip step 62. Due to
The accelerator return speed setting value SS is not changed.

Accordingly, the accelerator return speed setting value SS is lowered or is set to 0 during the traffic jam in which the deceleration frequency is high, so that the gear position is easily held by that much,
By using the engine brake, it is possible to reduce the frequency of use of the foot brake, improve its durability, and improve drivability.

8 and 9 show another embodiment according to the present invention. In this embodiment, an inter-vehicle distance detecting unit 13 is added to the configuration of FIG. 1 as shown in FIG. Set up. The inter-vehicle distance detecting section 13 corresponds to inter-vehicle distance detecting means in the present invention, and a signal related to the inter-vehicle distance L detected by the inter-vehicle distance detecting section 13 is additionally input to the gear position holding command section 5.

The inter-vehicle distance detecting unit 13 measures the inter-vehicle distance L from the time until the radar wave or ultrasonic wave is emitted and the reflected wave is received, or the image taken by the camera is used to drive the vehicle ahead. It may be a model that calculates the inter-vehicle distance L of.

The control program in this embodiment is as shown in FIG. 9, and this control program is shown in FIG.
The steps 71 and 72 are added between the steps 23 and 24 to the control program of FIG. Step 71
In FIG. 8, the inter-vehicle distance L is less than or equal to the safe inter-vehicle distance L _S preset for each vehicle speed VSP as shown in FIG. 10 based on the signal from the inter-vehicle distance detecting unit 13 in FIG. Determine whether. If it is less than the safe inter-vehicle distance L _S , in step 72, the accelerator return speed setting value SS is decreased by a predetermined value ΔSS (for example, halved),
The change to 0 is made, and if it is equal to or greater than the safe inter-vehicle distance L _S , the step 72 is skipped, so that the accelerator return speed setting value SS is not changed.

Therefore, the accelerator return speed setting value SS is set under the inter-vehicle distance less than the safe inter-vehicle distance in which the deceleration frequency increases.
Is reduced or set to 0, which makes it easier to hold the gear position, which can reduce the frequency of use of the foot brake by using the engine brake, improve its durability, and improve drivability. Can be made.

11 and 12 show another embodiment according to the present invention, and in this embodiment, FIG.
As shown in FIG. 1, the curved road detecting unit 14 is provided in addition to the configuration of FIG. The curved road detecting unit 14 corresponds to the curved road detecting means in the present invention, and when the traveling on the curved road is detected by this, a corresponding signal is additionally input to the gear position holding command unit 5. .

The curved road detecting section 14 detects running on a curved road on the basis of signals from a well-known lateral acceleration detecting sensor attached to the vehicle body and a steering wheel steering angle sensor, or from a navigation system. It is possible to detect that the vehicle is traveling on a curved road based on the map information of.

The control program in this embodiment is as shown in FIG. 12, and this control program is obtained by adding steps 81 and 82 between steps 23 and 24 to the control program of FIG. . Step 8
In No. 1, it is determined whether or not the vehicle is traveling on a curved road based on the signal from the curved road detection unit 14 in FIG. If traveling on a curved road, in step 82, the accelerator return speed setting value SS is decreased by a predetermined value ΔSS (for example, 1/2
If the vehicle is not traveling on a curved road, step 82 is skipped so that the accelerator return speed setting value SS is not changed.

Therefore, the accelerator return speed setting value SS is lowered or is set to 0 during traveling on a curved road where the frequency of deceleration becomes high, so that the gear position is likely to be held correspondingly,
By using the engine brake, it is possible to reduce the frequency of use of the foot brake, improve its durability, and improve drivability.

FIGS. 13 and 14 show still another embodiment according to the present invention. In this embodiment, FIG.
As shown in FIG. 3, the low-friction road surface detection unit 15 is provided in addition to the configuration of FIG. The low-friction road surface detecting section 15 corresponds to the low-friction road surface detecting means in the present invention, and when the low-friction road surface is detected, a corresponding signal is additionally input to the gear position holding command section 5. It shall be.

The low-friction road surface detecting unit 15 determines from the signal from the outside air temperature sensor and the operation signal of the windshield wiper that the low-friction road surface is determined when the wiper is operating at a low temperature, or the driving wheel rotation speed and the sub-speed. It is conceivable that the low friction road surface is judged when the rotational speed difference from the driving wheel rotational speed is larger than the set value.

The control program in this embodiment is as shown in FIG. 14, and this control program is obtained by adding steps 91 and 92 between steps 23 and 24 to the control program of FIG. . Step 9
In No. 1, it is determined whether or not the vehicle is traveling on a low friction road based on the signal from the low friction road surface detection unit 15 in FIG. If the vehicle is traveling on a low friction road, in step 92, the accelerator return speed setting value SS is reduced by a predetermined value ΔSS (for example, halved) or changed to 0. If the vehicle is not traveling on a low friction road, step 92 is executed. By skipping
The accelerator return speed setting value SS is not changed.

Therefore, when the vehicle is traveling on a low friction road where the frequency of deceleration becomes high, the accelerator return speed setting value SS is lowered or set to 0, which makes it easier to hold the gear position, which makes it possible to use the engine brake. It is possible to reduce the frequency of use of the foot brake, and prevent the drivability from being deteriorated and the vehicle attitude from being easily disturbed due to heavy use of the foot brake.

Although not specifically described, the technical ideas in the respective embodiments can be used not only individually but also in any combination, and any combination may be used.
The same operation and effect as when used alone can be obtained.

Further, in any of the embodiments, the case where the automatic transmission 1 is a stepped automatic transmission has been described. However, also in the continuously variable transmission, the gear position holding command unit 5 instructs the gear ratio holding command. It goes without saying that, by using the gear position sensor 6 as a gear ratio sensor as a part, it is possible to achieve the same excellent shift control at the time of a sudden accelerator reduction operation.

[Brief description of drawings]

FIG. 1 is a functional block diagram showing a shift control device for an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a flowchart showing a shift control program to be executed by the shift control device.

FIG. 3 is a flow chart of a shift control program showing another embodiment of the present invention.

FIG. 4 is a functional block diagram showing a shift control device for an automatic transmission according to another embodiment of the present invention.

FIG. 5 is a flowchart showing a main routine of shift control by the shift control device.

FIG. 6 is a functional block diagram showing a shift control device for an automatic transmission according to still another embodiment of the present invention.

FIG. 7 is a flowchart showing a shift control program to be executed by the shift control device.

FIG. 8 is a functional block diagram showing a shift control device for an automatic transmission according to still another embodiment of the present invention.

FIG. 9 is a flowchart showing a shift control program to be executed by the shift control device.

FIG. 10 is a diagram showing a safe inter-vehicle distance for each vehicle speed.

FIG. 11 is a functional block diagram showing a shift control device for an automatic transmission according to still another embodiment of the present invention.

FIG. 12 is a flowchart showing a shift control program to be executed by the shift control device.

FIG. 13 is a functional block diagram showing a shift control device for an automatic transmission according to still another embodiment of the present invention.

FIG. 14 is a flowchart showing a shift control program to be executed by the shift control device.

[Explanation of symbols]

1 Automatic Transmission 2 Shift Control Section 3 Throttle Opening Sensor 4 Vehicle Speed Sensor 5 Gear Position Holding Command Section 6 Gear Position Sensor 7 Accelerator Return Speed Calculator (Accel Return Speed Detecting Unit) 8 Accelerator Return Speed Setting Value Calculator (Accel Return) Speed set value calculation means) 11 Uphill traveling detection section (uphill traveling detection means) 12 Congestion detection section (congestion detection means) 13 Inter-vehicle distance detection section (inter-vehicle distance detection means) 14 Curved road detection section (curved road traveling detection means) ) 15 Low friction road surface detection unit (low friction road surface detection means)

Continuation of the front page (56) Reference JP 59-140953 (JP, A) JP 7-243524 (JP, A) JP 61-249841 (JP, A) JP 60-95259 (JP , A) JP 62-37557 (JP, A) JP 58-191360 (JP, A) JP 54-47067 (JP, A) JP 50-82471 (JP, A) JP 7-286664 (JP, A) JP-A-3-204457 (JP, A) JP-A-8-135783 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 59/00 -63/48

Claims (7)

(57) [Claims] 1. Wheel the rotation of the prime mover via an automatic transmission
In the vehicle that transmits to Accelerator pedal return speed that adjusts the output of the prime mover
Accelerator return speed detecting means for detecting Detection of accelerator return speed from the means during a predetermined time
Based on the value, the accelerator pedal is released suddenly.
Calculate the accelerator return speed setting value to determine that
Accelerator return speed set value calculation means, In response to signals from both of these means, the accelerator pedal is released.
The speed detection value is equal to or more than the accelerator return speed setting value.
An accelerator sudden decrease operation detecting means for detecting The means detects a sudden return operation of the accelerator pedal.
Holds the gear position of the automatic transmission when
And means, The accelerator return speed setting value calculation means is set to the predetermined time.
Between the average and variance of detected accelerator return speeds
Set the sum value as the accelerator return speed setting value,
The accelerator return speed setting value when the high speed cruise
Do not lower the lower limit of the pedal operation degree.
Gearshift control of an automatic transmission characterized by
apparatus. 2. In Claim 1, the vehicle is traveling on an uphill road.
Climbing road traveling detection means for detecting that While the vehicle is traveling uphill, the gear position is detected.
The automatic position change function is prohibited by prohibiting the gear position holding action by the holding means.
It is equipped with a gear position holding prohibition means that allows automatic gear shifting of the speed machine.
In addition, The uphill traveling detection means detects that the vehicle is traveling uphill.
The accelerator return speed setting value calculation means is
That you have configured it to stop updating the
A shift control device for a characteristic automatic transmission. 3. The vehicle speed is set according to claim 1 or 2.
High-speed traveling detection that detects that you are traveling at a high speed above the vehicle speed
Means and While the high speed running is detected by the means, the gear position
The gear position holding action by the holding means is prohibited, and automatic shifting is performed.
Gear position holding prohibition means to allow automatic shifting of the machine And added
Shift control device for an automatic transmission characterized by being provided as
Place 4. The odor according to any one of claims 1 to 3.
Traffic congestion detection means for detecting whether or not the road is congested
Is provided by adding When the congestion is detected by the means, the accelerator release
The speed setting value calculation means decreases the accelerator return speed setting value.
Shift control of an automatic transmission characterized by being configured to
Your device. 5. The odor according to any one of claims 1 to 4.
The inter-vehicle distance detecting means for detecting the inter-vehicle distance in front of the vehicle.
It is added and provided, If the vehicle-to-vehicle distance detected by the means is not a safe vehicle-to-vehicle distance,
While full, the accelerator return speed set value calculation means,
That you have configured the accelerator return speed setting to decrease.
A shift control device for a characteristic automatic transmission. 6. The odor according to any one of claims 1 to 5.
To detect that the vehicle is traveling on a curved road.
It is provided by adding an output means, When the curved road traveling is detected by the means, the accelerator
The return speed setting value calculation means calculates the accelerator return speed setting value.
A change in the automatic transmission characterized by being configured to decrease
Speed control device. 7. The odor according to any one of claims 1 to 6.
Low friction to detect that the road surface on which the vehicle is traveling has low friction.
Rubbed road surface detection means is additionally provided, and when the traveling on a low friction road surface is detected by the means,
Accelerator return speed set value calculation means is the accelerator return speed
Automatic change characterized by being configured to reduce the set value
Speed change control device.