JP3449792B2 - Control device for automatic transmission 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 a control device for an automatic transmission for a vehicle, and more particularly to an improved control of the automatic transmission during deceleration.

[0002]

2. Description of the Related Art Generally, an automatic transmission for a vehicle equipped with an internal combustion engine is adapted to automatically shift gears according to a preset shift pattern according to the running state of the vehicle. That is, the shift pattern for setting the shift speed according to the vehicle speed and the engine load (for example, throttle opening) is stored in the storage means of the control unit, and the shift is controlled according to this shift pattern. It should be noted that normally, the shift pattern is set so that the smaller the engine load is, the higher the shift speed is when the vehicle speed is the same.

[0003]

However, in such a conventional automatic shift control device, for example, when the vehicle is descending a hill, the throttle opening degree is upshifted in response to a driver's deceleration request that the throttle opening is fully closed. As a result, there is a problem that sufficient engine braking cannot be obtained in response to a deceleration request.

Therefore, for example, in Japanese Unexamined Patent Publication No. 4-60257, a torque sensor detects the magnitude of the negative torque transmitted from the vehicle drive wheel side to the engine side, and shift control is performed based on the magnitude. In addition to the following problems, the torque sensor is liable to be erroneously detected by the reverse input from the drive system when traveling on an irregular road surface, etc. There is also a problem that the shift control cannot be performed).

Further, in Japanese Patent Laid-Open No. 4-4351, the torque generated by the engine is calculated based on the throttle opening and the engine speed, and the calculated torque, the vehicle acceleration, the vehicle weight, and It has been proposed that the vehicle running resistance is calculated based on the vehicle running resistance, and the gear shift control is performed based on the vehicle running resistance. There is also a problem that a shift control cannot be performed with high accuracy because a calculation error of vehicle acceleration occurs.

However, as described above, during deceleration traveling (eg, downhill traveling), a shift pattern for deceleration traveling different from the shift pattern used during normal traveling is selected so that desired vehicle acceleration can be obtained. Even if the control is performed, the shift line after the selection is fixed, and therefore, it does not always match the driver's preference (individual difference). That is, depending on the individual difference of the driver, the driver may feel that the deceleration is too strong or too slow, so that the driver who does not always agree with the tastes of all the drivers and feels uncomfortable may find the D range ( There is a case where the vehicle is operated from the drive range) to another forward traveling range (2 range, 1 range), the brake pedal is depressed, or the accelerator pedal is depressed.

The present invention has been made in view of the above conventional circumstances, and makes it possible to match the vehicle acceleration in decelerating traveling with the driver's request, so that the driver feels a sense of discomfort and, in turn, a driver for eliminating the discomfort. It is an object of the present invention to provide a control device for an automatic transmission for a vehicle, in which the operation of the vehicle is reduced to improve the drivability of the vehicle, and thus the automatic transmission control in decelerating traveling can be optimized. To do. Another object is to make the automatic transmission control of the present invention more precise.

[0008]

Therefore, in the invention described in claim 1, as shown in FIG. 1, the automatic transmission of the vehicle is controlled so that the acceleration of the vehicle becomes the target acceleration during deceleration traveling. In the control device of the vehicle,
Based on the accelerator pedal operation of
First discomfort to detect the presence or absence of discomfort related to excessive deceleration
When the feeling detection unit A and the first uncomfortable feeling detection unit detect the uncomfortable feeling of excessive deceleration related to the vehicle acceleration of the driver, the target acceleration correction unit B that corrects the target acceleration so as to eliminate the uncomfortable feeling. And so on.

According to the second aspect of the invention, the range position
Acceleration related to the vehicle acceleration of the driver based on the detection result
The second to detect the presence or absence of discomfort due to excessive or slowing down
And a target acceleration correction means,
By the second uncomfortableness detecting means,
An uncomfortable feeling of excessive acceleration or deceleration is detected.
The target acceleration to eliminate the discomfort.
It is configured to correct. According to the third aspect of the invention , the vehicle acceleration is performed based on the depression operation of the foot brake.
Detects whether the driver feels uncomfortable due to excessive acceleration
The target acceleration correction hand.
The step is added to the vehicle of the driver by the third discomfort detecting means.
When an uncomfortable feeling of excessive acceleration related to speed is detected,
The target acceleration is corrected to eliminate the discomfort.
As configured.

In the invention according to claim 4, when the control of the automatic transmission of the vehicle during the deceleration traveling is performed in accordance with a predetermined deceleration traveling shift pattern, the target acceleration correction means causes the deceleration traveling. It is configured to be a means for shifting the shift line of the gear shift pattern in the direction to eliminate the driver's discomfort.

According to a fifth aspect of the present invention, the deceleration traveling speed change pattern includes a current speed stage, a vehicle speed, and a gradient resistance equivalent value based on an input shaft torque to the speed change gear mechanism of the automatic transmission. The configuration is set based on the above.

[0012]

According to the present invention having the above-mentioned structure, in the case where the automatic transmission is controlled so that the vehicle acceleration becomes the target acceleration during deceleration traveling (for example, downhill traveling), the driver is Eliminates the discomfort of slowing down too much
If the accelerator is operated for
Correct the target acceleration to eliminate the feeling of strangeness
To do so. This makes it possible to respond to driver discomfort.
You can detect the discomfort easily and easily.
It Then, as compared with the case where the control is performed by the fixed target acceleration as in the conventional case, it is possible to obtain the vehicle acceleration corresponding to the driver's request, and to reduce the feeling of discomfort, the operation of the driver for eliminating the feeling of discomfort. As a result, the drivability of the vehicle can be improved, and thus the automatic transmission control during deceleration traveling can be optimized.

According to the second aspect of the invention, the range position
Discomfort due to excessive deceleration based on the detection result of position (detected based on switching from 2 ranges, 1 range to D range),
If an uncomfortable feeling due to excessive acceleration is detected (detected based on the fact that 2 ranges and 1 range are being set), it is possible to detect with high accuracy and easily.

According to the third aspect of the present invention, if the uncomfortable feeling of excessive acceleration is detected based on the depression operation of the foot brake, the uncomfortable feeling of the driver can be responded easily and easily. Can be detected. Then, the combination of the inventions of claims 1 to 3 makes it possible to perform the correction in accordance with the driver's request with higher accuracy and with a wider application range.

According to a fourth aspect of the present invention, when the control of the automatic transmission of the vehicle during the decelerating traveling is performed according to a predetermined decelerating traveling shift pattern, the target acceleration correction means is used for the decelerating traveling. The shift line of the gear shift pattern is shifted to eliminate the driver's discomfort. That is, the timing of downshift operation can be easily changed by shifting the shift line that affects the effectiveness of the engine braking, so that the driver's discomfort can be eliminated with a simple configuration. The shift operation, that is, the acceleration can be obtained.

In a fifth aspect of the present invention, the speed change pattern for deceleration travel includes a current speed stage, a vehicle speed, and a gradient resistance equivalent value based on an input shaft torque to the speed change gear mechanism of the automatic transmission. If the setting is made based on the above, it is possible to eliminate the conventional calculation error of the vehicle acceleration based on the slip of the torque converter and to perform the highly accurate automatic transmission control.

[0017]

Embodiments of the present invention will be described below with reference to the accompanying drawings. As shown in FIG. 2, the engine 1
Is connected to the automatic transmission 2 so that the generated torque is transmitted to vehicle drive wheels (not shown). The automatic transmission 2 includes a torque converter 3 for inputting a torque generated by the engine 1 through a fluid, a multi-stage speed change gear mechanism 4 for inputting an output of the torque converter 3 and changing and outputting the same, and drives these. And a hydraulic mechanism (not shown). Reference numeral 5 is a shift selector for range switching, and 6 is a transmission output shaft.

A plurality of solenoid valves (not shown) are incorporated in the hydraulic mechanism of the speed change gear mechanism 4, and the clutches incorporated in the speed change gear mechanism 4 are changed by switching the combination of opening and closing of the plurality of solenoid valves. The combination of engagement and disengagement is switched so that the gear can be shifted to a desired gear. The ON / OFF control of the plurality of solenoid valves is performed by the CPU, RO
This is performed based on a control signal from a control unit 50 including a microcomputer including M, RAM, an A / D converter, an input / output interface and the like.

In addition, the overrun in the speed change gear mechanism 4
The clutch (not shown) is engaged (ON) by opening (ON) an overrun solenoid valve (not shown) incorporated in the hydraulic mechanism, whereby
The engine brake can be activated during deceleration, and control of this overrun solenoid valve is also performed based on a control signal from the control unit 50.

The control unit 50 is provided with a shift control or an overrun clutch ON / OFF control (hereinafter,
Signals from various sensors and switches are input because it is also referred to as gear change control). As the various sensors and switches, a vehicle speed sensor 7 as vehicle speed detecting means for detecting the rotation speed of the output shaft 6 of the automatic transmission 2 to detect the vehicle speed V, and an output signal corresponding to the throttle opening TVO are emitted. A throttle sensor 8 as an engine load detecting means and a range switch 9 for detecting the range position of the shift selector 5 are provided.

Here, the control unit 50 is adapted to perform shift control of the automatic transmission 2 or ON / OFF control of the overrun clutch according to the flowchart of FIG. In step 1 (denoted as S1 in the figure. The same applies hereinafter), input signals from various sensors and switches are read.

In step 2, it is judged whether or not the throttle opening TVO detected based on the signal from the throttle sensor 8 is a predetermined value (a value near the fully closed position), and if YES, the process proceeds to step 6. , NO, go to step 3. In step 3, it is determined whether flg, which indicates whether or not the deceleration determination is currently being performed, is 0 or 1. If flg = 1, it is determined that deceleration is being performed, and the process proceeds to step 4, where flg = 0.
If so, it is determined that the deceleration determination is not in progress, and the process proceeds to step 6.

In step 4, it is determined whether or not the state where the throttle opening TVO exceeds the predetermined value has continued for a predetermined time or longer. If YES, it is determined that the driver has not requested deceleration, and the driver's will is respected.
Set lg = 0 and proceed to step 13 to perform normal control.

On the other hand, in the case of NO, the driver has a deceleration request (that is, the vehicle is traveling downhill) and the accelerator pedal has been depressed, so that the driver is required to accelerate at the current acceleration during deceleration. Then, it is determined that the driver feels that the vehicle is decelerating too much, and the process proceeds to step 5. Steps 2 and 4 are
A first sense of discomfort detection means (corresponding to claim 1 ) according to the present invention is configured.

In step 5, in order to eliminate the driver's uncomfortable feeling of excessive deceleration, the reference shift line A is set to the side where engine braking does not work, that is, the shift line shift amount (Δsin θ
= Δsin θ + K, the value of K can be appropriately set for each shift line) The shift line B is set by shifting the gradient resistance equivalent value sin θ to the (−) side (see FIGS. 5 to 7). In other words, the shift control during deceleration travel on the shift line B is the same as that on the reference shift line A, but the same vehicle speed VSP and the same gradient resistance equivalent value sin
Even at θ, it is difficult to perform a downshift or an ON operation of the overrun clutch to increase the effect of the engine brake, so the effect of the engine brake can be weakened and the driver's deceleration is reduced. It is possible to eliminate the uncomfortable feeling of passing. It should be noted that since Δsin θ is added with K every time the step is passed, it is possible to cope with the degree of discomfort of the driver's excessive deceleration.

The step 5 constitutes the target acceleration correction means according to the present invention (specifically, it corresponds to claim 4 ). In step 6, the vehicle speed VSP detected based on the signal from the vehicle speed sensor 7 is a predetermined value (for example, 16 km / h)
It is determined whether or not the above. If YES, it is determined that the vehicle is decelerating and the process proceeds to step 7. If the answer is NO, the vehicle is close to a stopped state, so in order to suppress the occurrence of jerky sensations associated with stalls and gear shifting operations, the gear shifting control during decelerating traveling is prohibited and the normal gear shifting control is performed in step 12 ， Go to 13.

In step 7, based on the signal from the range switch 9, it is determined whether or not the current range is the D range. If YES, the process proceeds to step 10, and if NO, the process proceeds to step 8. In step 8, based on the signal from the range switch 9, it is determined whether or not the current range is 2 ranges or 1 range. If YES, the range position is set to 2 ranges or 1 range because the driver feels that the current acceleration is accelerating too much (or the driver requests strong deceleration). It is judged that it is due to, and the process proceeds to step 9. If NO, it means that the deceleration traveling control is not necessary because it is in the neutral range or the reverse range.
Proceed to 13.

The step 8 is the second step according to the present invention.
A sense of discomfort (corresponding to claim 2 ) is configured. In Step 9, in order to eliminate the discomfort of the driver's excessive acceleration (or to satisfy the driver's demand for strong deceleration),
The reference shift line A is on the side where engine braking works, that is,
Gradient resistance equivalent value sin θ by shift line shift amount (Δsin θ = Δsin θ + K ′, K ′ can be set appropriately for each shift line)
Shift to the (+) side to set shift line C (see FIG. 5).
(See FIG. 7). That is, the shift control during deceleration traveling on the shift line C is performed at the same vehicle speed V as compared to the case where the reference shift line A is used.
At the SP / same gradient resistance value sin θ, it is easy to perform downshifts and ON operation of the overrun clutch to enhance the effect of the engine brake. Therefore, it is possible to enhance the effect of the engine brake. The feeling of discomfort caused by excessive acceleration can be eliminated, or the driver's demand for strong deceleration can be met. In addition, since Δ ′ is added with K ′ each time the step is passed, Δsin θ can correspond to the degree of discomfort caused by the driver's excessive acceleration.

The step 9 constitutes the target acceleration correction means according to the present invention (specifically, it corresponds to claim 4 ). In step 10, it is determined that the driver is currently requesting deceleration, flg = 1 is set, and the process proceeds to step 11. In step 11, shift control during deceleration travel is performed according to the subroutine shown in the flowchart of FIG.

In step 13, normal shift control is performed according to the subroutine shown in the flowchart of FIG. Here, the subroutine of FIG. 4 executed in step 11 will be described. In step 21, the vehicle speed VSP is detected based on the signal from the vehicle speed sensor 7, and the gear ratio (gear ratio) Gr of the current gear position is known from the position sensor or the control signal (control signal to the solenoid valve).
Based on these, the turbine rotation speed (that is, the input shaft rotation speed of the transmission gear mechanism 4) Nt which is the output shaft rotation speed of the torque converter 3 is calculated.

In step 22, the turbine rotation speed Nt calculated and the throttle opening TVO detected based on the signal from the throttle sensor are set and stored in the memory in the control unit 50 in advance. The turbine torque Tt is obtained by referring to the table (see FIG. 10). When the torque converter 3 is in the lockup state, the turbine torque Tt in the lockup state is
It is desirable to have another table or the like that can be searched.

In step 23, based on the vehicle speed VSP,
The "rolling resistance + air resistance" R _L is obtained by referring to a table (see FIG. 11) which is preset and stored in the memory of the control unit 50. In step 24, the vehicle acceleration α is obtained based on the difference between the current detection value of the vehicle speed VSP and the previous detection value.

In step 25, the turbine torque Tt and
Gear ratio Gr, rolling resistance + air resistance _RL
And the vehicle acceleration α, the gradient resistance equivalent value sin θ is
It is calculated based on the following formula. sin θ = [Tt · Gr / r− ( _RL + W · α / g)] /
W Note that r is the tire radius, W is the vehicle weight, and g is the gravitational acceleration.

In step 26, the current gear and the vehicle speed V
Based on SP and the above-mentioned gradient resistance equivalent value sin θ,
By referring to a shift pattern (FIGS. 5 to 7) for decelerating traveling, which is preset and stored in the ROM, the shift stage to be shifted and ON / OFF of the overrun clutch are determined.
In this embodiment, the gradient resistance equivalent value sin θ is calculated, but the road surface inclination angle sin θ (road surface gradient) actually measured using an inclination sensor or the like is used although the cost is high. It doesn't matter. By the way, as in the present embodiment, if the shift pattern is set based on the current shift speed, the vehicle speed VSP, and the gradient resistance equivalent value sin θ based on the turbine torque Tt (see claim 5 of the present invention. (Corresponding to the described invention), the accuracy of the shift control is lowered due to the erroneous detection of the torque sensor in JP-A-4-60257, and the calculation error in the vehicle acceleration is caused by the slip of the torque converter as in JP-A-4-4351. It is possible to solve the problem that the shift control accuracy is deteriorated due to the occurrence of the error.

Here, a shift pattern during deceleration traveling according to this embodiment will be described with reference to FIGS. In addition,
As described above, each shift line A in FIGS. 5 to 7 is step 4 of the flowchart in FIG. 3 in order to prevent the driver from feeling too slow or too slow. Alternatively, when the shift line shift amount Δsin θ is set in step 8, the shift line shift amount Δsin is set.
The shift line B or shift line C shifted by θ is used. The shift line shift amount Δsin θ can be appropriately set and changed for each shift line so as to obtain an optimum engine braking characteristic.

FIG. 5 shows that the gradient resistance equivalent value sin θ is large on the minus side (for example, the down gradient is large) when the current shift speed is the second speed and the vehicle is in a traveling state in the area in the figure. While maintaining the shift speed at the 2nd speed and turning on the overrun clutch (ovr / c) to strongly apply the engine brake, the vehicle acceleration α is set to the target acceleration (at the shift line A, for example, 0).

When the vehicle is in the area, the gradient resistance equivalent value sin θ is smaller in the minus side than in the area (for example, the downhill gradient is small). Therefore, the current state, that is, the second speed and the overrun clutch is OFF (normally) Immediately after shifting from the running state to the deceleration state, etc.), and if the second speed and the overrun clutch are turned ON as described above, that state is maintained and the careless overrun clutch is maintained. While preventing the deterioration of the drivability of the vehicle (hunting etc.) due to ON / OFF of, the acceleration α of the vehicle is made to approach the target acceleration.

When in the region, the gradient resistance equivalent value si
If nθ is smaller (downhill gradient is smaller) and the vehicle is in the second speed, the vehicle will be decelerated too much and the driver will feel a brake. Therefore, in order to prevent this, upshift to the third speed and The overrun clutch is turned on to weaken the effect of engine braking so that the vehicle acceleration α approaches the target acceleration.

When the vehicle is in the region, for example, when the downward gradient is smaller than that in the region, and in such a case, the feeling of braking becomes larger than in the region, and in order to prevent this, upshift to the fourth speed is performed. Then, reduce the effectiveness of engine braking. In the case of the 4th speed, the engine brake can be effectively applied regardless of whether the overrun clutch is ON or OFF.

In this way, the vehicle acceleration α during deceleration
By performing the shift control so as to approach the target acceleration, deterioration of the drivability of the vehicle during deceleration is prevented. Next, a case where the current gear is the third speed will be described with reference to FIG. If the current gear is in the third speed and the gradient resistance equivalent value sin θ is in the large negative side, for example, assuming that the downgrade is large, the gear is downshifted to the second gear and the overrun O clutch
N, so that the engine brake is applied strongly.

When in the region, the gradient resistance equivalent value si
Since n θ is not so large on the minus side, the overrun clutch is turned on in order to apply the engine brake while maintaining the current gear. When the vehicle is in the range, the gradient resistance equivalent value sin θ is small, so if the current state, that is, the third speed and the overrun clutch is in the OFF state (immediately after the shift from the normal running state to the deceleration state), change that state. , 3rd speed and overrun in the area
When the clutch is turned on, maintain that state,
The acceleration α of the vehicle is made to approach the target acceleration while preventing deterioration of vehicle drivability (hunting or the like) due to careless overrun / ON / OFF of the clutch.

When in the region, the gradient resistance equivalent value si
Since nθ is sufficiently small, the feeling of braking is greater than in the area. To prevent this, upshift to 4th speed, weaken the effect of engine braking, and bring the vehicle acceleration α closer to the target acceleration. To do so. In this way, the acceleration α of the vehicle is maintained at the target acceleration to prevent deterioration of the drivability of the vehicle during deceleration.

Next, the case where the current gear is the fourth speed will be described with reference to FIG. When the current gear stage is the fourth speed and the gradient resistance equivalent value sin θ is in the large negative side, for example, the downward gradient is large,
While downshifting to the 2nd speed, the overrun clutch is turned on so that the engine brake can be applied strongly.

When in the area (10), the gradient resistance equivalent value
Since sin θ is not so large as compared with the range, the shift stage is downshifted to the third speed, and the overrun clutch is turned on to weaken the effect of engine braking compared with the range. When in the area (11), the gradient resistance equivalent value
Since sin θ is sufficiently small, the current state, that is, the fourth speed is maintained, the effect of engine braking is further weakened, and the vehicle acceleration α is made to approach the target acceleration.

In this way, the acceleration α of the vehicle is maintained at the target acceleration to prevent deterioration of the drivability of the vehicle during deceleration. Returning to FIG. 4, in step 27,
According to the search result in step 26, the plurality of solenoid valves and the overrun solenoid valve are drive-controlled to perform gear shift control during deceleration.

Next, the subroutine of FIG. 8 for the shift control in the normal time executed in step 10 will be described.
In step 31, the vehicle speed VSP and the throttle opening TVO
Based on the above, the shift stage to be shifted is determined by referring to the normal shift pattern (FIG. 9) which is preset and stored.
Further, similarly to the conventional case, ON / OFF of the overrun clutch is determined based on the range position, the current gear position, and the size of the throttle opening TVO. For example, the current range is the D range or the 1st and 2nd ranges, and the current gear is 4
If the throttle opening TVO is smaller than a predetermined value, other than the speed (that is, in the case of the fourth speed, the ON / OFF of the overrun clutch is structurally irrelevant to the effectiveness of the engine brake). Decide to turn on the overrun clutch.

In step 32, according to the result of step 31, the plurality of solenoid valves and the overrun solenoid valve are drive-controlled to carry out normal shift control. As described above, according to the present embodiment, in deceleration traveling (for example, downhill traveling), the current gear position and the vehicle speed VSP
And the slope resistance equivalent value sin θ, based on the shift line (determination of the shift stage to be shifted, and ON of the overrun clutch
In the case where the automatic transmission 2 is automatically controlled so that the acceleration of the vehicle becomes a predetermined value, the speed may decrease too much depending on the driver's individual difference. The driver feels uncomfortable due to excessive acceleration, and the driver moves from the D range to another forward driving range (2 ranges, 1 range).
When the vehicle is operated or the accelerator pedal is depressed, the shift line is shifted (corrected) to eliminate the driver's discomfort. Compared with the case of performing control, it is possible to obtain the vehicle acceleration that meets the driver's request with higher accuracy, so that the driver's operation to reduce the feeling of discomfort is reduced and the vehicle drivability is improved. Therefore, it is possible to optimize the automatic transmission control during deceleration travel.

In the present embodiment, the gradient resistance equivalent value sin θ is calculated so that the vehicle acceleration becomes a predetermined value during deceleration, and the current gear stage, the vehicle speed VSP, and the gradient resistance equivalent value si.
The case has been described where the shift control is performed according to the shift line based on n θ. The correction is not limited to that of this embodiment.

[0049]

Further, step 9 in the flowchart of FIG.
Immediately before, a step for detecting whether or not the foot brake is depressed due to the driver's feeling of excessive acceleration is added, and when the brake depression signal is detected, it is determined that the driver requests strong deceleration. , The shift line shift amount in step 8 and the shift line shift amount based on the brake depression signal are summed to shift the reference shift line A to the side where the engine braking effect becomes stronger. Good.

In the present embodiment, the excessive deceleration is judged by depressing the accelerator pedal by a predetermined amount or more for a predetermined time. However, in addition to this, for example, from the 2 range or the 1 range to the D range. The determination may be made by switching the range position (corresponding to the second sense of discomfort detecting means of the present invention), and the shift line shift amount when the accelerator pedal is depressed for a predetermined amount of time or more for a predetermined time. , The shift line shift amount based on switching of the range position from the 2nd range or the 1st range to the D range, and the reference shift line A is shifted to the side where the effect of engine braking becomes weaker. You may do it.

[0052]

As described above, according to the present invention,
When the automatic transmission is controlled so that the vehicle acceleration reaches the target acceleration during deceleration, the driver decelerates.
If you operate the accelerator to eliminate the feeling of discomfort
In that case, the driver's discomfort due to excessive deceleration will be resolved.
As described above, the target acceleration is corrected. By this
The driver can easily and quickly respond to the occurrence of driver discomfort.
It is possible to detect discomfort. Then, as compared with the case where the control is performed by the fixed target acceleration as in the conventional case, it is possible to obtain the vehicle acceleration corresponding to the driver's request, and to reduce the feeling of discomfort, the operation of the driver for eliminating the feeling of discomfort. As a result, the drivability of the vehicle can be improved, and thus the automatic transmission control during deceleration traveling can be optimized.

According to the second aspect of the present invention , based on the detection result of the range position, it is possible to detect the discomfort of excessive deceleration or the discomfort of excessive acceleration with high accuracy and easily.

According to the third aspect of the present invention, if the uncomfortable feeling of excessive acceleration is detected based on the depression operation of the foot brake, the uncomfortable feeling of the driver can be responded easily and easily. Can be detected. Then, by the combination of the inventions of claims 1 to 3 , it becomes possible to perform correction with a higher degree of accuracy and to expand the applicable range, and to eliminate the discomfort of the driver.

According to a fourth aspect of the present invention, when the control of the automatic transmission of the vehicle during the deceleration traveling is performed according to a predetermined deceleration traveling shift pattern, the target acceleration correction means is used for the deceleration traveling. Since the shift line of the shift pattern for use is shifted in the direction to eliminate the driver's discomfort,
By shifting the shift line that affects the effectiveness of the engine brake, it is possible to easily change the timing of the downshift operation, etc., so that the shift operation that can easily eliminate the driver's discomfort, that is, Acceleration can be obtained.

According to the fifth aspect of the present invention, the deceleration traveling speed change pattern includes the current speed stage, the vehicle speed, and the gradient resistance equivalent value based on the input shaft torque to the speed change gear mechanism of the automatic transmission. Since the setting is made based on the above, the automatic transmission control with higher accuracy can be performed as compared with the conventional one.

[Brief description of drawings]

FIG. 1 is a block diagram according to the present invention.

FIG. 2 is an overall configuration diagram of an embodiment of the present invention

FIG. 3 is a flowchart of a shift control routine in the above embodiment.

FIG. 4 is a flowchart of a shift control subroutine during deceleration traveling in the above embodiment.

FIG. 5 is a diagram showing a shift pattern for decelerating traveling at the second speed.

FIG. 6 is a diagram showing a shift pattern for decelerating traveling at the third speed.

FIG. 7 is a diagram showing a shift pattern for decelerating traveling at the 4th speed.

FIG. 8 is a flowchart of a normal shift control subroutine.

FIG. 9 is a diagram showing a normal traveling shift pattern.

[FIG. 10] Input shaft rotation speed Nt and throttle opening TVO
Showing the relationship between input shaft torque Tt and

FIG. 11 is a diagram showing a relationship between “vehicle speed VSP” and “rolling resistance + air resistance R _L ”.

[Explanation of symbols]

1 engine 2 automatic transmission 3 Torque converter 5 shift selector 6 Output shaft 7 vehicle speed sensor 8 Throttle sensor 50 control unit

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Claims (5)

(57) [Claims] 1. A control device for an automatic transmission for a vehicle, wherein an automatic transmission of the vehicle is controlled so that the acceleration of the vehicle becomes a target acceleration during deceleration traveling , based on an accelerator pedal operation by a driver. , Driver's vehicle
The first to detect the presence or absence of uncomfortable feeling of too much to slow down on the acceleration
When the uncomfortable feeling detecting means and the first uncomfortable feeling detecting means detect the uncomfortable feeling of excessive deceleration related to the vehicle acceleration of the driver, the target acceleration correction means for correcting the target acceleration so as to eliminate the uncomfortable feeling. A control device for an automatic transmission for a vehicle, comprising: 2. A driver based on the detection result of the range position.
Acceleration or deceleration difference related to vehicle acceleration
A second sense of discomfort detection means for detecting the presence or absence of a sense of harmony,
The target acceleration correction means is the same as the second uncomfortableness detection means.
More acceleration or deceleration related to driver's vehicle acceleration
When an excessive feeling of discomfort is detected, eliminate the feeling of discomfort.
The control device for an automatic transmission for a vehicle according to claim 1 , wherein the target acceleration is corrected so that the target acceleration is corrected . 3. Based on a foot brake depression operation,
Whether the driver feels uncomfortable due to excessive acceleration regarding vehicle acceleration
The target acceleration.
The degree correction means uses the third sense of discomfort detection means to drive the driver.
Sense of discomfort due to excessive acceleration related to vehicle acceleration
Sometimes, the target acceleration is adjusted to eliminate the discomfort.
The control device for an automatic transmission for a vehicle according to claim 1 or 2, wherein the correction is performed. 4. Control of an automatic transmission of a vehicle during deceleration traveling
Is carried out according to a predetermined deceleration speed change pattern.
The target acceleration correction means , the target deceleration traveling speed change pattern
To shift the driver's shift line in the direction to eliminate the driver's discomfort.
The vehicle automatic transmission control device according to any one of claims 1 to 3, wherein the control device is a stage . 5. The speed change pattern for deceleration travel is the current change.
Speed, vehicle speed, and input shaft to the speed change gear mechanism of the automatic transmission
The gradient resistance equivalent value based on torque and
The control device for an automatic transmission for a vehicle according to claim 4, wherein: