JP3911301B2 - Vehicle control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle control device in which an automatic transmission is connected to an engine, and more particularly to a vehicle control device in which an automatic transmission is connected to and mounted on an engine capable of changing output characteristics with respect to the depression amount of an accelerator pedal. Is.
[0002]
[Prior art]
As is well known, the output of the engine mounted on the vehicle changes according to the throttle opening, and in many conventional vehicles, the accelerator pedal provided in the cab is connected to the throttle valve by mechanical means such as a cable. The throttle valve opening, that is, the engine output is increased or decreased by depressing the accelerator pedal. On the other hand, recently, due to the advancement of actuators such as motors and electronic devices, these are increasingly used for vehicle control, and the same applies to the throttle valve. That is, a vehicle is known that is configured to electrically detect the depression amount of an accelerator pedal and to drive an actuator for a throttle valve in accordance with the detected value.
[0003]
When the throttle opening is electrically controlled as described above, the control content (gain) for converting the input signal corresponding to the amount of depression of the accelerator pedal into the output signal for driving the actuator can be variously changed. It is. That is, at the beginning of the depression of the accelerator pedal, the rate of increase of the throttle opening with respect to the amount of depression of the accelerator pedal is reduced, and as the amount of depression of the accelerator pedal increases, the rate of increase of the throttle opening with respect to the amount of depression of the accelerator pedal is increased. Or control such as limiting the upper limit of the throttle opening.
[0004]
An example of this is described in Japanese Patent Laid-Open No. 2-37132. In the device described in this publication, the engine output control characteristic with respect to the depression amount of the accelerator pedal is changed between the forward range and the reverse range. In the range, the engine output is lowered so as to improve the driving operability.
[0005]
[Problems to be solved by the invention]
In the above conventional device, the range is determined based on the output signal from the shift position sensor provided in the shift device, and the engine output control characteristic is set based on the determination result. In this case, the output characteristics of the engine with respect to the depression amount of the accelerator pedal are different from usual, and as a result, there is a possibility that a sense of incongruity may occur. In other words, the shift position sensor normally uses an ON / OFF switch, but the switch may output a signal different from the normal state due to an abnormality such as disconnection or short circuit. There is a possibility that an erroneous determination is made, and accordingly, the engine output for the depression operation of the accelerator pedal is different from the normal time.
[0006]
Conventionally, there has been known a vehicle capable of selecting a travel mode in which a shift speed for starting at the time of forward movement is set to a shift speed higher than the first speed. In this type of vehicle, for example, the second speed or the third speed is set as the start gear stage by selecting the snow mode, and the second speed at which reverse traveling is prevented by selecting the hill hold mode. Alternatively, the third speed is set as a start gear stage. Therefore, in an engine connected to an automatic transmission capable of selecting such a mode, when the engine output control characteristic for the accelerator pedal described above is set for each shift stage, the normal start at the first speed is required. The engine output characteristic differs from the engine output characteristic at the time of starting in a state where any one of the modes is selected, which may cause a sense of discomfort.
[0007]
The present invention has been made against the background described above, and in a vehicle in which the engine output control characteristics for the depression operation of the accelerator pedal are set for each range or each shift stage, at the time of failure or when a specific mode is selected. An object of the present invention is to provide a control device capable of suppressing changes in engine output characteristics.
[0008]
This object is achieved by determining the range based on the actual running state, and also includes an engine output control characteristic corresponding to the reverse range and an engine output control characteristic corresponding to the low speed in the forward range. This is achieved by making them substantially the same. In addition, when engine output control characteristics are set for each gear stage, if a gear stage other than the normal starting gear stage is set in a specific mode, the engine output control characteristic corresponding to that gear stage is changed. Is achieved.
[0009]
[Means for Solving the Problem and Action]
In order to achieve the above object, the invention described in claim 1 is a signal indicating a travel range position selected by manual operation. Self controlled using Dynamic transmission has engine output control characteristics with respect to the amount of accelerator pedal operation. Before In a vehicle control device connected to an engine that is set for each shift stage or travel range of an automatic transmission, First engine output characteristic setting means for setting the engine output characteristic based on a travel range determined based on a signal indicating the travel range position; a travel range determined based on the signal indicating the travel range position; and an actual travel state The range determination means for comparing the travel ranges determined based on the above to determine whether or not these travel ranges match, and the range determination means determined that the travel ranges do not match each other In this case, the driving range error determining means that the driving range based on the signal indicating the driving range position is incorrect, and the driving range based on the signal indicating the driving range position by the driving range error determining means is incorrect. The engine output characteristic is set based on a travel range determined based on the actual travel state when it is determined that there is And a 2 engine output characteristic setting unit It is characterized by this.
[0010]
Therefore, a device that outputs a signal based on manual operation, such as a shift position switch, outputs a signal in a different range due to a failure. In such a case, it is determined whether there is a discrepancy between the travel range based on the signal and the travel range determined based on the actual travel state. The engine output control characteristics correspond to the range that is actually set. As a result, the discrepancy between the range and the engine output control characteristic is prevented, and there is no sense of incongruity that the desired torque cannot be obtained even when the accelerator pedal is depressed.
[0011]
Further, in the invention described in claim 2, the engine output control characteristics are substantially the same in a reverse range and a low speed state equal to or lower than a predetermined vehicle speed in the forward range, and the range determination means is configured to perform the predetermined in the forward range. When the vehicle speed exceeds the vehicle speed, the actual shift speed is determined based on the number of rotations of a predetermined rotating member, and the actual travel range is determined from the determined shift speed. is there.
[0012]
Therefore, in the invention described in claim 2, even if an erroneous determination occurs between the reverse range and the forward range, the engine output control characteristics do not change in particular, so there is no sense of incongruity, When the vehicle speed increases, the gear position is determined based on the vehicle speed, so the engine output characteristics are set according to the actual driving state, and in this respect as well, the engine output control characteristics do not match or feel uncomfortable. Can be prevented.
[0013]
Further, according to the third aspect of the present invention, the forward speed is set according to the on / off pattern of the solenoid valve controlled based on the running state of the vehicle, and the reverse speed is set based on the manual operation. In a control device for a vehicle connected to an engine, an engine output control characteristic with respect to an operation amount of an accelerator pedal is set according to a shift stage in the automatic transmission. Means for determining an actual running state of the vehicle based on a throttle opening or a vehicle speed detected by a sensor, and the solenoid valve set in the forward speed when the reverse speed is selected by the manual operation. Means for setting an on / off pattern similar to the on / off pattern of the vehicle based on the determined actual traveling state of the vehicle; Solenoid valve on / off putter Change by And a means for controlling the engine in accordance with the engine output control characteristic corresponding to the high speed stage.
[0014]
According to a fourth aspect of the present invention, there is provided an automatic transmission in which a forward gear is set according to an on / off pattern of a solenoid valve controlled based on a running state of a vehicle and a reverse gear is set based on a manual operation. In the control device for a vehicle connected to the engine in which the engine output control characteristic with respect to the operation amount of the accelerator pedal is set according to the shift speed in the automatic transmission, based on the running state in the state where the reverse speed is selected Further, the engine output control in which the on / off pattern of the solenoid valve is the same as the on / off pattern for setting the stage and the on / off pattern of the solenoid valve for setting the forward stage is set. And the engine output control characteristic corresponding to the on / off pattern of the solenoid valve in the reverse gear is substantially the same. It is intended.
[0015]
Therefore, according to the third aspect of the invention, since the reverse speed is set based on manual operation, the solenoid valve not particularly related to the shift speed changes to the travel state based on the travel state such as the vehicle speed. The on / off pattern is set so that the corresponding gear position is set. Therefore, even if it is the forward range, the engine output control characteristic is the on / off pattern of the solenoid valve even if a failure is detected as the reverse range. Therefore, the actual gear position and the engine output control characteristic coincide with each other, so that a sense of incongruity is prevented. This is also the case in the invention described in claim 4, and even if a misjudgment of the range occurs, the on / off pattern of the solenoid valve is the same in the forward range and the reverse range, so that the engine output characteristic is also improved. As a result, there is no mismatch in engine output characteristics based on erroneous range determination.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
Next, the present invention will be described more specifically based on the drawings. The present invention is directed to a vehicle in which an automatic transmission capable of selecting a snow mode or a hill hold mode is connected to an engine capable of changing an engine output characteristic with respect to a depression amount of an accelerator pedal. First, an example of a gear train targeted by the present invention will be described with reference to FIG.
[0021]
In FIG. 1, an automatic transmission 14 is connected to an engine 10 via a torque converter 12. The torque converter 12 includes a pump impeller 18 connected to the crankshaft 16 of the engine 10, a turbine runner 22 connected to the input shaft 20 of the automatic transmission 14, and a direct connection between the pump impeller 18 and the turbine runner 22. And a stator 28 that is prevented from rotating in one direction by a one-way clutch 26.
[0022]
The automatic transmission 14 includes a sub-transmission unit 30 that switches between two stages of high and low, and a main transmission unit 32 that can switch between a reverse gear stage and four forward stages. The sub-transmission unit 30 is supported by the sun gear S0, the ring gear R0, and the carrier K0 and is rotatably supported by the sun gear S0 and the ring gear R0. A clutch C0 and a one-way clutch F0 provided between the two and a brake B0 provided between the sun gear S0 and the housing 41.
[0023]
The main transmission 32 is supported by a sun gear S1, a ring gear R1, and a carrier K1, and a first planetary gear unit 36 comprising a pinion P1 meshed with the sun gear S1 and the ring gear R1, a sun gear S2, a ring gear R2 And a second planetary gear unit 38 comprising a pinion P2 rotatably supported by the carrier K2 and meshed with the sun gear S2 and the ring gear R2, and rotatably supported by the sun gear S3, the ring gear R3 and the carrier K3. And a third planetary gear unit 40 composed of a pinion P3 meshed with the sun gear S3 and the ring gear R3.
[0024]
The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft. A ring gear R2 is integrally connected to the sun gear S3. A first clutch C1 is provided between the ring gear R2 and sun gear S3 and the intermediate shaft 44, and a second clutch C2 is provided between the sun gear S1 and sun gear S2 and the intermediate shaft 44. The housing 41 is provided with a band-type first brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2. A first one-way clutch F1 and a brake B2 are provided in series between the sun gear S1 and sun gear S2 and the housing 41. The first one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to rotate in the opposite direction to the input shaft 20.
[0025]
A third brake B3 is provided between the carrier K1 and the housing 41, and a fourth brake B4 and a second one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 41. . The second one-way clutch F2 is configured to be engaged when the ring gear R3 tries to rotate in the reverse direction. The clutches C0, C1, C2 and brakes B0, B1, B2, B3, B4 are hydraulic friction engagement devices in which a friction material is engaged when hydraulic pressure is applied.
[0026]
In the above automatic transmission, five forward speeds and reverse speeds can be set, and the engagement / release states of the respective friction engagement devices for setting these shift speeds are shown in the engagement operation table of FIG. It is shown in In FIG. 2, a circle indicates an engaged state, and a cross indicates a released state.
[0027]
FIG. 3 is a control system diagram for the engine 10 and the automatic transmission 14, and a signal corresponding to the depression amount of the accelerator pedal 50 is input to the engine electronic control device 76. An electronic throttle valve 56 driven by a throttle actuator 54 is provided in the intake pipe of the engine 10. The electronic throttle valve 56 is configured such that a control signal is output from the control device 76 to the throttle actuator 54 according to the depression amount of the accelerator pedal 50, and the opening degree is controlled according to the control amount.
[0028]
Further, an engine rotation speed sensor 58 that detects the rotation speed of the engine 10, an intake air amount sensor 60 that detects the intake air amount of the engine 10, an intake air temperature sensor 62 that detects the temperature of intake air, and the electronic throttle valve 56 A throttle sensor 64 that detects the opening θ, a vehicle speed sensor 66 that detects the vehicle speed V from the rotational speed of the output shaft 42, a cooling water temperature sensor 68 that detects the cooling water temperature of the engine 10, and a brake switch 70 that detects the operation of the brake. An operation position sensor 74 for detecting the operation position of the shift lever 72 is provided. From these sensors, the engine rotation speed N, the intake air amount Q, the intake air temperature Tha, the opening degree θ of the electronic throttle valve 56, the vehicle speed V, the engine coolant temperature THw, the brake operating state BK, the operation position Psh of the shift lever 72 Is supplied to the engine electronic control unit 76 and the shift electronic control unit 78.
[0029]
Further, a signal representing the turbine rotational speed NT is supplied to the shift electronic control unit 78 from a turbine rotational speed sensor 75 that detects the rotational speed of the turbine runner 22. Further, a signal representing the kick-down operation is supplied to the shift electronic control unit 78 from a kick-down switch 77 that detects that the accelerator pedal 50 has been operated to the maximum operation position. The shift electronic control device 78 is connected to a snow mode switch Ss for setting the snow mode and a hill hold mode switch SH for setting the hill hold mode. The snow mode is a mode for setting the shift stage at the time of start to the second speed or the third speed, and the hill hold mode is for preventing the vehicle from retreating at a so-called slope start. This is a mode in which the second speed or the third speed in which a predetermined brake is engaged is used as a starting stage.
[0030]
The engine electronic control device 76 is a so-called microcomputer provided with a central processing unit (CPU), a storage device (RAM, ROM), and an input / output interface. The input signal is processed in accordance with the program stored in, and various engine controls are executed. For example, the fuel injection valve 80 is controlled for fuel injection amount control, the igniter 82 is controlled for ignition timing control, a bypass valve (not shown) is controlled for idle speed control, and all throttles including traction control are controlled. The control is executed by controlling the electronic throttle valve 56 by the throttle actuator 54.
[0031]
Here, the control of the electronic throttle valve 56 will be described. The electronic throttle valve 56 is controlled by driving the throttle actuator 54 by the engine electronic control device 76 in accordance with the depression operation of the accelerator pedal 50. The depression amount (accelerator opening) VPA of the accelerator pedal 50 is set to VPA. An opening based on another control factor is added to or subtracted from the corresponding basic throttle opening TTA. The relationship is shown by a diagram in FIG. 4. The required opening degree TTACC from the cruise control is added to or subtracted from the basic throttle opening degree TTA, and the throttle target opening degree TTANGLE is set. In addition, a throttle opening TVECT required based on a shift in the automatic transmission 14, a throttle opening TVEFI required based on fuel injection control, or a throttle opening TVTRC required based on traction control is set. If so, the minimum value of these openings is set as the throttle target opening TTANGLE. Then, the engine electronic control unit 76 drives the throttle actuator 54 to achieve the throttle target opening degree TTANGLE, and as a result, the current throttle opening degree θ is obtained.
[0032]
The characteristic of the basic throttle opening degree TTA with respect to the accelerator opening degree VPA is non-linear, and is set for each shift stage in the forward range and for each reverse range. An example thereof is as shown in FIGS. 5 and 6, and the characteristic A in the forward range shown in FIG. 5 is a characteristic when the first speed is set, and the accelerator opening VPA is low. In some cases, the rate of increase in engine torque is set to the lowest. Characteristic B shows the characteristic for the second speed, and characteristic C shows the characteristic for the third to fifth speeds. The rate of increase in engine torque at low opening increases in these order.
[0033]
FIG. 6 shows the characteristics in the reverse range. The reverse speed is set by selecting the reverse range by the shift device and supplying hydraulic pressure to the second clutch C2 and the fourth brake B4 and engaging them, and in that case the shift solenoid valves SOL1, SOL2, SOL3 Is set to the same pattern as the on / off pattern that sets the forward speed determined by the running state such as the vehicle speed and the throttle opening. This is as shown in FIG. Therefore, a plurality of types of engine output control characteristics in the reverse range are set according to the running state (solenoid valve on / off state). Specifically, the characteristic D shown in FIG. 7 shows the characteristic when the on / off pattern of the shift solenoid valves SOL1, SOL2, and SOL3 is the same as the first speed, and the characteristic E is the second speed on / off. The characteristic at the time of the pattern is shown, and the characteristic F shows the characteristic at the on / off pattern of the third speed to the fifth speed. The rate of increase in engine torque at low opening increases in the order of the characteristics D, E, and F listed here. Further, among these characteristics in the reverse range, the characteristic D is almost the same as the characteristic A in the forward range, the characteristic E is almost the same as the characteristic B in the forward range, and the characteristic F is the same as the characteristic C in the forward range. Almost identical.
[0034]
The shift electronic control device 78 is also a microcomputer similar to the above, and the CPU uses the temporary storage function of the RAM to process the input signal in accordance with the program stored in the ROM in advance, Drives a solenoid valve or a linear solenoid valve. For example, the shift electronic control unit 78 uses the linear solenoid valve SLT to generate the output pressure PSLT having a magnitude corresponding to the opening θ of the throttle valve 56, and the linear solenoid valve SLN to control the accumulator back pressure. In order to control the slip amount of the lock-up clutch 24, the linear solenoid valves SLU are respectively driven. Further, the shift electronic control unit 78 determines the gear position of the automatic transmission 14 and the engagement state of the lock-up clutch 24 based on the actual basic throttle valve opening TTA and the vehicle speed V from a previously stored shift diagram. The solenoid valves SOL1, SOL2, and SOL3 are driven so as to obtain the determined gear position and engagement state, and when the engine brake is generated, the solenoid valve SOL4 is driven.
[0035]
Referring to the shift diagram used in the shift electronic control unit 78, FIG. 7 shows only the upshift line in the shift diagram used in the drive (D) range. Areas for all the fifth speeds are set. On the other hand, FIG. 8 shows only the upshift line in the shift map used when the snow mode or the hill hold mode is selected. In the example shown here, the third speed is shown. In order to obtain the starting gear position, a third to fifth speed range is set. Further, FIG. 9 shows on / off patterns of shift solenoid valves SOL1, SOL2, and SOL3 used when the reverse gear (reverse range) is selected. The shift solenoid valves SOL1, SOL2, and SOL3 are shown in FIG. 9 is set to the same on / off pattern as that for setting the respective gear positions in the region indicated by the broken line.
[0036]
On the other hand, the lockup clutch 24 is released at the first speed and the second speed of the automatic transmission 14, but is released based on the basic throttle valve opening TTA and the vehicle speed V at the third speed and the fourth speed. Either the slip region or the engagement region is determined. If the slip region, the lock-up clutch 24 is slip-controlled. This slip control is intended to suppress the rotational loss of the torque converter 12 as much as possible while absorbing the rotational fluctuation of the engine 10.
[0037]
FIG. 10 shows the operation position of the shift lever 72. In the drawing, the shift lever 72 is supported by a support device (not shown) that supports the shift lever 72 to eight operation positions by combining six operation positions in the front-rear direction of the vehicle and two operation positions in the left-right direction of the vehicle. It is supported. P is the parking range position, R is the reverse range position, N is the neutral range position, D is the drive range position, “4” is the “4” range position for setting the gear stage up to the fourth speed, and “3” is the first position. "3" range position for setting up to 3rd speed, "2" for "2" range position for setting up to 2nd speed, L forbids upshifting to 1st or higher speed Indicates the low range position to be performed.
[0038]
The control device according to the present invention is configured to set the shift diagram and the engine output control characteristic as follows according to the set range or mode. FIG. 11 is a flowchart showing an example of this. First, after processing the input signal (step 1), it is determined whether or not each sensor is normal (step 2). If there is an abnormality in the sensor, the original control cannot be performed and the process returns. If each sensor is normal, it is determined whether or not the R range is set (step 3). This determination is made based on whether or not the shift lever 72 is in the R range position and the shift position sensor outputs a signal corresponding thereto in the shift device shown in FIG.
[0039]
If the R range is not set, it is determined whether or not the forward range is set (step 4). Here, the forward range is a D range, a “4” range, a “3” range, a “2” range, and an L range, and these are also determined based on an output signal from the shift position sensor, similarly to the R range. . If a negative determination is made in step 4, the process returns without performing any particular control, and if an affirmative determination is made, it is determined whether or not the hill hold mode is selected (step 5). This can be determined based on whether or not the above-described hill hold mode switch SH is turned on to output a signal.
[0040]
If the hill hold mode is not selected, it is determined whether or not the snow mode is selected (step 6). This determination can be made based on whether or not the above-described snow mode switch Ss is turned on to output a signal. If the determination is negative, that is, if the snow mode is not selected, the forward range. A shift diagram for use is set (step 7).
[0041]
Of the forward range shift diagram, the D range is as shown in FIG. 7 for the D range, and for the other forward ranges, a shift diagram in which the forward gear region is set in accordance with each is prepared. A shift diagram corresponding to the forward range selected by the apparatus is set. Then, the characteristic shown in FIG. 5 is set as the engine output control characteristic corresponding to the depression operation of the accelerator pedal 50 (step 8). That is, an engine output control characteristic corresponding to a shift speed determined based on the vehicle running state such as the vehicle speed and the throttle opening is set.
[0042]
On the other hand, if a positive determination is made in step 6 because the snow mode is selected, the shift diagram shown in FIG. 8 is set (step 9). Further, among the characteristics shown in FIG. 5 as the engine output control characteristics, a characteristic that adopts the characteristic A is set at the third speed (step 10). That is, by adopting the shift diagram shown in FIG. 8, the lowest speed stage becomes the third speed, which is set as the speed stage at the time of start. In this case, since the characteristic A is adopted for the third speed, the rate of increase of the engine output is suppressed when the accelerator opening is low, and therefore the operability of the accelerator pedal at the time of start is improved.
[0043]
If the hill hold mode switch SH has been turned on and an affirmative determination is made in step 5, the shift diagram of FIG. 8 is set (step 11). In this case, the first brake B1 is engaged to set the engine brake in accordance with the setting of the third speed. That is, control is performed so that the vehicle does not move backward when starting on a slope. Further, among the characteristics shown in FIG. 5, a characteristic that adopts the characteristic A is set as the engine output control characteristic (step 12). That is, by adopting the shift diagram shown in FIG. 8, the lowest speed stage becomes the third speed, and this is set as the speed stage at the start. In this case, since the characteristic A is adopted for the third speed, the rate of increase of the engine output is suppressed when the accelerator opening is low, and therefore the operability of the accelerator pedal at the time of start is improved.
[0044]
Further, when the hill hold mode is selected as described above and when the snow mode is selected, the engine output is controlled in accordance with the characteristic A at the first speed and the third speed, and the characteristic at the second speed. The engine output is controlled in accordance with B, but its characteristic A substantially matches the characteristic D in the reverse range, and the characteristic B substantially matches the characteristic E in the reverse range. Even if it is erroneously determined to be in the state of any of the above modes in the D range due to some failure despite being set, there is no particular change in the output control characteristics of the engine. There is no change in the operation feeling of the accelerator pedal, and there is no sense of incongruity. Note that if the characteristics A and E are approximated, the change in operability is further reduced.
[0045]
On the other hand, if the R range is selected and an affirmative determination is made in step 3, the on / off pattern of the shift solenoid valves SOL1, SOL2, and SOL3 shown in FIG. 9 is set (step 13). Accordingly, the on / off pattern of the shift solenoid valves SOL1, SOL2, and SOL3 appropriately changes as the vehicle speed during reverse travel increases or the basic throttle opening degree TTA changes. Further, the characteristic shown in FIG. 6 is selected as the engine output control characteristic (step 14). The characteristics D, E, and F shown in FIG. 6 are almost the same as the characteristics A, B, and C in the forward range shown in FIG. Therefore, when an erroneous determination between the D range and the R range occurs due to some failure, the on / off pattern of the shift solenoid valves SOL1, SOL2, and SOL3 is set to a gear position that is determined by the current running state. The engine output control characteristics are almost the same as the forward range, so even if there is a misjudgment of the range, there is no special change in the set gear stage or engine output characteristics, and there is a sense of incongruity. It rarely occurs.
[0046]
Next, a control example for setting the engine output control characteristics based on the actual running state will be described. 12 and 13, after processing the input signal (step 20), it is determined whether or not each sensor is normal (step 21). If there is an abnormality, the process returns. If it is normal, the vehicle speed is returned. It is determined whether V is equal to or lower than a predetermined reference vehicle speed V1 (step 22). This reference vehicle speed V1 is the minimum vehicle speed at which the gear position can be set based on a signal obtained by a rotation speed sensor such as a vehicle speed sensor. If an affirmative determination is made, the reference vehicle speed V1 is determined by a signal from a shift position sensor. The engine output control characteristics are set according to the control routine shown in FIG.
[0047]
On the other hand, if a negative determination is made in step 22, the actual shift stage is calculated based on signals obtained from a vehicle speed sensor, a turbine speed sensor, or the like (step 24). As an example of the calculation, a calculation for obtaining a ratio between the output shaft rotation speed and the turbine rotation speed can be given, and the gear position can be determined from the calculated ratio.
[0048]
It is determined whether or not the shift speed obtained by calculation matches the shift speed in the so-called initial determination based on the shift position sensor (step 25). If an affirmative determination is made in step 25, it is determined whether or not the R range is fixed (step 26). This is a determination as to whether or not the actual traveling is reverse traveling. Specifically, both the determination of the range based on the output signal from the shift position sensor and the determination based on the calculated gear ratio are both in the R range. The existence of the R range is determined based on the presence of the result. In particular, in the automatic transmission having the above-described gear train, the sub-transmission unit 30 is set to the high speed stage in the reverse speed, and the output of the NCO sensor 75 becomes “0”. Therefore, the low vehicle speed is detected in this state. Can determine the R range.
[0049]
If a negative determination is made in step 26, it is determined whether the gears coincide (step 27). This is because, for example, whether or not the speed ratio obtained by the above calculation and the shift speed determination result based on the ON / OFF pattern of the shift solenoid valves SOL1, SOL2, and SOL3 that actually set the shift speed match. It is judged by. If the determination in step 27 is affirmative, there is no abnormality and there is no error in determining the range based on the shift position sensor, so that the engine output control characteristics are maintained as initially determined (step 28). ).
[0050]
On the other hand, if there is a shift speed mismatch and a negative determination is made in step 27, the characteristics shown in FIG. 5 are set (step 29). Since the actual traveling is forward traveling as determined in step 26, the forward range characteristic is set. In that case, of course, the characteristics A, B, and C are selected according to each gear position. Since the shift stages based on the ON / OFF patterns of the shift solenoid valves SOL1, SOL2, and SOL3 are different from the shift stages obtained from the actual running state, the shift solenoid valves SOL1, SOL2, SOL3 Fail judgment and display are performed (step 30).
[0051]
On the other hand, if the range based on the so-called initial determination and the range based on the result of calculating the gear ratio do not match and a negative determination is made in step 25, the initial determination, that is, the determination of the range based on the output signal of the shift position sensor. Therefore, the shift position sensor fails and is displayed (step 31).
[0052]
Next, it is determined whether or not the R range is fixed (step 32). This is the same as the determination in step 26 described above, and the main point is whether or not the actual range is the R range. When an affirmative determination is made at step 32 and when an affirmative determination is made at step 26, the above-described characteristic E and characteristic F in FIG. The off pattern is canceled (step 33). Then, a characteristic map of only the characteristic D is set as the engine output control characteristic (step 34), and the engine output control, that is, the basic throttle opening degree TTA with respect to the accelerator opening degree VPA is performed in accordance with this characteristic map.
[0053]
Therefore, when the vehicle is actually traveling in reverse, the engine output is controlled only according to the characteristic D, so that the output characteristic of the engine does not change as the vehicle speed increases, and there is no sense of incongruity. Further, in the automatic transmission 14 described above, the auxiliary transmission unit 30 is set to the high speed stage in the reverse speed stage, but even if there is an erroneous range determination by canceling the on / off pattern shown in FIG. It is possible to prevent the auxiliary transmission unit 30 from switching to a low speed during reverse travel.
[0054]
On the other hand, if the actual traveling is not in the R range and the determination is negative in step 32, the characteristic shown in FIG. 5 is adopted as the engine output control characteristic (step 35). This is because the actual traveling is in the D range, and characteristics corresponding to this are set.
[0055]
The present invention can be applied to a control device for an automatic transmission having a gear train other than the gear train shown in FIG. 1 and a vehicle equipped with an engine to which the automatic transmission is connected. In the above description, the drive range has been described as an example of the forward range. However, in the present invention, the engine output control characteristics in all the forward ranges, that is, the drive range, “3” range, “2” range, and L range are the same. You can also let them.
[0056]
【The invention's effect】
As described above, according to the control device of the first aspect of the present invention, the control characteristic that defines the relationship between the accelerator opening and the engine output such as the throttle opening corresponding to the accelerator opening is set based on the actual running state. Therefore, the range position detection means such as the shift position sensor is Le However, it is possible to set engine output control characteristics suitable for the actual running state, and to prevent a sense of incongruity due to a change in the feeling of accelerator operation.
[0057]
In the invention described in claim 2, since the engine output control characteristics at the predetermined vehicle speed or less are substantially the same between the R range and the D range, even if there is an erroneous determination between the R range and the D range at a low vehicle speed state. The engine output control characteristics are almost unchanged, and when the vehicle speed is higher than the vehicle speed, the shift stage is determined based on the actual driving condition, so that the engine output control characteristic suitable for the actual driving condition can be set. Further, it is possible to prevent a change in engine output control characteristics due to a failure in the detection of the range and the gear position, and to maintain the driving operability in a good state.
[0058]
Further, according to the invention described in claim 3, even when the reverse gear is detected, the on / off pattern of the shift solenoid valve is a pattern based on the actual traveling state, and according to the pattern. Since the engine output control characteristics are set, even if the D range is erroneously determined to be the R range, the mismatch of the engine output control characteristics with respect to the actual running state is prevented, resulting in a sense of incongruity. This can be prevented beforehand.
[0059]
In the invention described in claim 4, since the engine output control characteristics are substantially the same in the forward range and the reverse range, similarly to the invention of claim 3, due to the mismatch of the engine output control characteristics due to the erroneous determination of the range. A sense of incongruity can be avoided.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram showing an example of a gear train in an automatic transmission targeted by the present invention.
FIG. 2 is a chart showing an engagement operation table that is a combination of engagement and release of a friction engagement device for setting each gear stage in the automatic transmission.
FIG. 3 is a block diagram schematically showing a control system of an example of the present invention.
FIG. 4 is a diagram showing the relationship of the factors that determine the actual throttle opening.
FIG. 5 is a diagram showing an example of engine torque-accelerator opening characteristic (engine output control characteristic) in a forward range.
FIG. 6 is a diagram showing an example of engine torque-accelerator opening characteristic (engine output control characteristic) in a reverse range.
FIG. 7 is a diagram showing an example of a D-range shift diagram used in the present invention only with an upshift line.
FIG. 8 is a diagram showing only an upshift line as an example of a hill hold mode or snow mode shift diagram used in the present invention;
FIG. 9 is a diagram showing an example of an on / off pattern of a shift solenoid valve in an R range used in the present invention.
FIG. 10 is a diagram illustrating an arrangement of each range position in the shift device.
FIG. 11 is a flowchart showing an example of a basic control routine for setting engine output control characteristics based on a signal from a shift position sensor.
FIG. 12 is a diagram showing a part of a flowchart showing an example of a basic control routine for setting engine output control characteristics based on an actual running state.
FIG. 13 is a diagram showing another part of the flowchart.
[Explanation of symbols]
10 engine
14 Automatic transmission
20 Input shaft
30 Sub-transmission unit
32 Main transmission
42 Output shaft
50 accelerator pedal
56 Electronic throttle valve
78 Electronic control device for shifting
84 Hydraulic controller
Ss Snow mode switch
SH Hold mode switch

Claims (4)

An automatic transmission controlled using a signal indicating a driving range position selected by manual operation is an engine that sets an engine output control characteristic with respect to an operation amount of an accelerator pedal for each shift stage or driving range of the automatic transmission. In a connected vehicle control device,
First engine output characteristic setting means for setting the engine output characteristic based on a travel range determined based on a signal indicating the travel range position;
A range determination means for comparing the travel range determined based on the signal indicating the travel range position and the travel range determined based on the actual travel state to determine whether or not these travel ranges match;
Travel range error determination means that the travel range based on a signal indicating the travel range position is incorrect when the range determination means determines that the travel ranges do not match each other;
The engine output characteristic is set based on a travel range determined based on the actual travel state when the travel range error determination means determines that the travel range based on the signal indicating the travel range position is incorrect. A vehicle control device comprising: second engine output characteristic setting means.   The engine output control characteristic is substantially the same in a low speed state that is equal to or lower than a predetermined vehicle speed in the reverse range and the forward range, and the range determination means is configured so that a predetermined rotating member 2. The vehicle control device according to claim 1, wherein an actual shift range is determined based on the rotational speed and an actual travel range is determined from the determined shift step. An automatic transmission that sets the forward speed according to the on / off pattern of the solenoid valve that is controlled based on the running state of the vehicle and sets the reverse speed based on the manual operation is an engine output control for the operation amount of the accelerator pedal. the characteristic Te controller odor of the vehicle is connected to the engine which is set according to the speed at the automatic transmission,
Means for determining an actual running state of the vehicle based on a throttle opening or a vehicle speed detected by a sensor;
When the reverse gear is selected by the manual operation, an on / off pattern similar to the on / off pattern of the solenoid valve set at the forward gear is determined based on the determined actual traveling state of the vehicle. Means for setting;
Control device for a vehicle, characterized in that it comprises means for controlling the engine according to the engine output control characteristic corresponding to the speed change stage by turning on and Ofupata down solenoid valve of that. An automatic transmission that sets the forward speed according to the on / off pattern of the solenoid valve that is controlled based on the running state of the vehicle and sets the reverse speed based on the manual operation is an engine output control for the operation amount of the accelerator pedal. In a control device for a vehicle connected to an engine whose characteristics are set according to a shift stage in the automatic transmission,
Solenoid for setting the forward speed in which the on / off pattern of the solenoid valve based on the running state when the reverse speed is selected is the same as the on / off pattern for setting the forward speed The engine output control characteristic corresponding to the on / off pattern of the valve and the engine output control characteristic corresponding to the on / off pattern of the solenoid valve in the reverse stage are substantially the same. Control device.

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