JP4184514B2 - Control device for automatic transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for an automatic transmission.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, in an automatic transmission control device, generally, a gear ratio is determined by searching a single gear shift scheduling map (transmission characteristic) set in advance from the vehicle speed and the throttle opening.
[0003]
Further, a parameter indicating the running resistance from the vehicle speed and the throttle opening, more specifically the slope indicating the climbing or descending slope of the vehicle, is obtained, and a plurality of maps for descending and climbing that are set in advance from the obtained slope parameter ( A control device for an automatic transmission that controls the vehicle so as to obtain a good gear ratio on an ascending / descending slope by selecting any one of (shift characteristics) and searching the selected map from the vehicle speed and the throttle opening is also disclosed No. 71625 is known.
[0004]
By the way, recently, vehicles equipped with navigation devices that guide vehicle travel are becoming popular. The navigation device includes map information stored in a CD-ROM or the like, detects the current position of the vehicle from a GPS (Global Positioning System), etc., and provides navigation information such as map information of a travel route including the detected current position. provide.
[0005]
Since such navigation information can be used to recognize or predict details of the currently traveling road, various attempts have been made to incorporate navigation information into the control of an automatic transmission.
[0006]
For example, Japanese Patent Laid-Open No. 9-229175 detects a specific position (for example, an intersection, a T-junction, etc.) that is output from a navigation device and needs to be decelerated when the vehicle passes through the planned travel route. And avoiding a technique of calculating the distance from the vehicle to a specific position and selecting a gear ratio (shift position or gear position) based on a preset shift map from the calculated distance and the vehicle speed to perform shift control. .
[0007]
Specifically, for example, when there is an intersection ahead, safe and smooth shift control is realized by gradually decelerating from about 1 km.
[0008]
Japanese Patent Application Laid-Open No. 10-61759 discloses an average curvature and average gradient of a traveling road from the coordinates of nodes set on a road in a predetermined section output from a navigation device, and the necessity of speed change control from the product of these. In addition, when the product is small, a technique is proposed that suppresses unnecessary upshifts, particularly on an uphill / downhill slope, by further dividing a predetermined section and making a similar determination on a narrow section.
[0009]
[Problems to be solved by the invention]
As described above, in the prior art, the shift control is performed by predicting the condition of the traveling road ahead in the traveling direction based on the navigation information. However, since the shift operation actuator is a hydraulic actuator, the shift is determined. The actual shift operation has a delay when starting.
[0010]
As a result, for example, when shifting is determined and entered after entering a corner or the like, a shifting operation is performed in the vicinity of an increase in the curvature of the corner, and it may be difficult to cope with the traveling road situation.
[0011]
In that respect, when the technique proposed in Japanese Patent Laid-Open No. 9-229175 is employed, such a situation can be avoided by starting deceleration from a predetermined distance before, but dissatisfaction remains in terms of drivability. .
[0012]
Further, according to the above-described prior art, when the planned route cannot be determined, for example, when there is a possibility of both going straight and turning right or left at the intersection, the shift control cannot be performed unless the planned route is set. In addition, for example, the driver does not always travel along the planned route, such as when making a right turn as the planned route.
[0013]
Accordingly, the object of the present invention is to eliminate the above-mentioned disadvantages of the prior art, perform the shift control by predicting the condition of the traveling road ahead in the traveling direction from the shift point based on information such as navigation, and pass the shift point. At the point of time, preparation for gear shifting is started to reduce the delay in response of the hydraulic actuator for gear shifting operation, and also when gears such as branch roads or corners (curved roads) are traveled, gear shift control can be quickly adapted to the travel path. Another object of the present invention is to provide a control device for an automatic transmission.
[0014]
[Means for Solving the Problems]
In order to achieve the above object, in claim 1, a slope parameter indicating an uphill slope or a downhill slope of a vehicle is obtained from a vehicle speed and a throttle opening, and a plurality of preset parameters are determined from the obtained slope parameters. In a control device for an automatic transmission having a shift control means for selecting any one of the shift characteristics and determining a gear ratio based on the selected shift characteristics, a travel path on which the vehicle travels is preset. Shift point passage determining means for determining whether or not the first and second shift points have been passed; shift preparation starting means for starting shift preparation when it is determined that the vehicle has passed the first shift point; and When it is determined that the vehicle has passed the second shift point, So that the gear ratio is easily increased. Gradient parameter correction means for correcting the gradient parameter is provided, and the shift control means selects one of the plurality of shift characteristics based on the corrected gradient parameter, and shifts based on the selected shift characteristic. Configured to determine ratio. Here, the “shift point” may be set by a device mounted on the vehicle, or may be installed on the travel path.
[0015]
As a result, it is possible to perform shift control by predicting the condition of the travel path ahead of the traveling direction from the shift point based on information such as navigation, and at the time of passing through the shift point (first shift point). Thus, the response delay of the hydraulic actuator for speed change operation can be reduced.
[0016]
As a result, even when traveling on a branch road or a corner (curved road) or the like, it is possible to perform a shift control that responds quickly to the travel path.
[0017]
According to a second aspect of the present invention, the shift point passage determining means further determines whether or not the vehicle has passed a third shift point set in advance with respect to the travel path, and the shift preparation starting means is When it is determined that the vehicle has passed the third shift point, the shift preparation is stopped.
[0018]
Thereby, even if the shift point passage determination is wrong, the shift control is not erroneous.
[0019]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the accompanying drawings.
[0020]
FIG. 1 is a schematic diagram showing the overall control apparatus for an automatic transmission according to the present invention.
[0021]
In FIG. 1, a vehicle (shown in a fragmentary manner by drive wheels W described later) 1 includes an internal combustion engine (hereinafter referred to as “engine”) E and an automatic transmission (hereinafter referred to as “transmission”) T.
[0022]
The crankshaft 10 of the internal combustion engine E is connected to the main shaft MS (transmission input shaft) via the torque converter 12 of the transmission T. The illustrated transmission T is a parallel shaft type, and includes a main shaft MS, a counter shaft CS and a secondary shaft SS provided in parallel thereto. A gear is supported on each shaft.
[0023]
Specifically, the main first speed gear 14, the main third speed gear 16, the main fourth speed gear 18, and the main reverse gear 20 are supported on the main shaft MS, and the main 1-speed gear 14, the main reverse gear 20 are supported on the counter shaft CS. The counter first speed gear 22 meshed with the speed gear 14, the counter third speed gear 24 meshed with the main third speed gear 16, the counter fourth speed gear 26 meshed with the main fourth speed gear 18, and the reverse idle gear 28 with the main reverse gear 20. The counter reverse gear 30 meshed via the is supported.
[0024]
On the other hand, a first secondary second speed gear 32 and a second secondary second speed gear 34 are supported on the secondary shaft SS. In the above, when the main first-speed gear 14 supported on the main shaft MS so as to be relatively rotatable is coupled to the main shaft MS by the first-speed hydraulic clutch C1, the first speed (shift position or shift speed (speed ratio)) is established. To do.
[0025]
Since the first-speed hydraulic clutch C1 is maintained in the engaged state even when the second to fourth gears are established, the counter first-speed gear 22 is supported via the one-way clutch COW. Note that a 1-speed hold clutch CLH is provided so that the internal combustion engine E can be driven from the drive wheel W side when the 1st and 2nd ranges are selected in a range to be described later, in other words, to function as an engine brake.
[0026]
Further, when the second secondary second speed gear 34 supported rotatably on the secondary shaft SS is coupled to the secondary shaft SS by the second speed hydraulic clutch C2, the main third speed gear 16, the counter third speed gear 24, 2nd speed (shift position or shift speed (speed ratio)) is established through the 1 secondary secondary gear 32.
[0027]
When the counter third-speed gear 24 supported on the countershaft CS so as to be relatively rotatable is coupled to the countershaft CS by the third-speed hydraulic clutch C3, the third speed (shift position or gear stage (speed ratio)) is established.
[0028]
Further, in a state where the counter fourth speed gear 26 supported on the counter shaft CS so as to be relatively rotatable is coupled to the counter shaft CS by the selector gear SG, the main fourth speed gear 18 supported on the main shaft MS so as to be relatively rotatable is arranged. When the fourth speed-reverse hydraulic clutch C4R is coupled on the main shaft MS, the fourth speed (shift position or gear position (speed ratio)) is established.
[0029]
In a state where the counter reverse gear 30 supported on the counter shaft CS so as to be relatively rotatable is coupled to the counter shaft CS by the selector gear SG, the main reverse gear 20 supported so as to be relatively rotatable on the main shaft MS is connected to the fourth speed. -When the reverse hydraulic clutch C4R is coupled onto the main shaft MS, a reverse gear is established.
[0030]
The rotation of the countershaft CS is transmitted to the differential D through the final drive gear 36 and the final driven gear 38 meshed therewith, and then transmitted to the drive wheels W through the drive shaft 40.
[0031]
A throttle opening sensor S1 is provided in the vicinity of a throttle valve (not shown) disposed in an intake passage (not shown) of the engine E, and outputs a signal corresponding to the throttle opening TH. A vehicle speed sensor S2 is provided in the vicinity of the final driven gear 38 and outputs a signal corresponding to the vehicle speed V from the rotational speed of the final driven gear 38.
[0032]
An input shaft rotational speed sensor S3 is provided in the vicinity of the main shaft MS to output a signal corresponding to the input shaft rotational speed NM of the transmission, and an output shaft rotational speed sensor S4 is provided in the vicinity of the counter shaft CS. A signal corresponding to the output shaft speed NC of the transmission is output.
[0033]
A shift lever position switch S5 is provided in the vicinity of the shift lever 44 mounted on the vehicle driver's seat floor, and the driver selects one of the seven ranges P, R, N, D4, D3, 2, 1 A signal corresponding to the selected range is output.
[0034]
Further, a crank angle sensor S6 is provided in the vicinity of the crankshaft 10 of the engine E, and a signal corresponding to the engine speed (speed) NE is output from the rotation in the vicinity of the crankshaft 10 of the engine E, and the cylinder A water temperature sensor S7 is provided at an appropriate position of the block (not shown), and outputs a signal corresponding to the cooling water temperature Tw of the engine E.
[0035]
Also, a brake switch S8 is provided in the vicinity of a brake pedal (not shown) on the vehicle driver's seat floor surface, and an ON signal is output when a brake operation is performed, and an oil temperature sensor is provided at an appropriate position of the transmission T. S9 is provided to output a signal corresponding to the oil temperature, that is, the ATF temperature.
[0036]
These sensor outputs are sent to an ECU (electronic control unit).
[0037]
The ECU includes a CPU 50, a ROM 52, a RAM 54, an input circuit 56, and an output circuit 58, and the sensor output described above is input into the ECU via the input circuit 56. In the ECU, the CPU 50 performs shift control described later including lock-up clutch control.
[0038]
The ECU includes a hydraulic control circuit O. The hydraulic control circuit O includes shift solenoids SL1 and SL2, a solenoid SL3 for controlling on / off of the lockup clutch of the torque converter 12, a solenoid SL4 for capacity (engagement force) control, and a linear solenoid for controlling the hydraulic clutch. SL5 is provided.
[0039]
The CPU 50 sends a command value to the hydraulic control circuit O through the output circuit 58, excites and de-energizes the shift solenoids SL1 and SL2, switches a shift valve (not shown), releases and engages a hydraulic clutch at a predetermined gear stage, The clutch force is controlled via the linear solenoid SL5, the lockup clutch L of the torque converter 12 is turned on / off via the solenoid SL3, and the clutch capacity is controlled via the solenoid SL4.
[0040]
Further, the illustrated device includes a navigation device 70. The navigation device has a CPU 72 and a CD-ROM 74 storing navigation information such as map information of a vehicle traveling planned area, types of mountain roads and urban areas, and markers (shift points, which will be described later), and a signal from GPS via an antenna 76. GPS receiving device 78 is provided.
[0041]
The CPU 50 of the ECU and the CPU 72 of the navigation device 70 are connected so as to be capable of two-way communication. The CPU 50 inputs the navigation information described above via the CPU 72 of the navigation device 70 and controls based on it (hereinafter referred to as “NAVI-AT cooperative control”). Do).
[0042]
The operation of this apparatus will be described below.
[0043]
For convenience of understanding, the shift control described in the above-mentioned Japanese Patent Laid-Open No. 5-71625 on which this control is premised will be described with reference to the flowchart of FIG. The illustrated program is executed every 20 msec.
[0044]
When the processing of FIG. 2 is summarized, as shown in FIG. 3, an expected acceleration and an actual acceleration are obtained, an average value of the difference (corresponding to the gradient parameter described above) is calculated, and five types of shift maps are calculated according to the calculated values. (For flat roads, heavy climbing slopes, light climbing slopes, heavy descending slopes, and light descending slopes) and a corner sports map (described later) are selected, and the vehicle speed V and the throttle opening that detect the selected map A search is made from TH to determine the shift position (shift speed or gear ratio). Since the details are described in this publication, the following description will be briefly stopped.
[0045]
First, in S10, necessary control parameters such as the vehicle speed V and the throttle opening TH are detected or calculated, and the process proceeds to S12 to search for an expected acceleration GGH. For the expected acceleration, the traveling acceleration expected for the vehicle when traveling on a flat road is set in advance only for the third speed, and is searched from the detected vehicle speed V and the throttle opening TH.
[0046]
Subsequently, in S14, the actual acceleration HDELV is calculated. Specifically, the actual acceleration actually generated by the vehicle is obtained from the first-order difference value of the detected vehicle speed, and the correction coefficient is obtained by searching from the vehicle speed V and the throttle opening TH in which the preset characteristics are detected. Then, it is calculated by multiplying the actual acceleration to a value corresponding to the third speed.
[0047]
Subsequently, the process proceeds to S16, and the difference between the calculated expected acceleration and the actual acceleration is calculated as an uphill / downhill difference PNO or PKU. Subsequently, the process proceeds to S18, in which it is determined whether or not the brake switch S8 (BRK) is turned on. If the determination is affirmative, the process proceeds to S20, and a predetermined value YTMPAVB is set in a brake timer (down counter) TAMPAVB (this timer is brake brake). Starts when is returned).
[0048]
This is a process for considering that the time corresponding to the timer value is during the brake operation since the braking force does not become zero due to a response delay of the braking system even after the brake is operated once the brake is operated.
[0049]
Subsequently, the process proceeds to S22, in which it is determined whether or not the range requires the uphill / downhill control such as the D4 range. If the determination is affirmative, the process proceeds to S24, and it is determined whether the range is being switched between the ranges required for the uphill / downhill control. When the result in S24 is negative, the program proceeds to S26, in which a predetermined value YTMPAHN2 is set in the timer TMPAHN2 and started (this timer is used for measuring time and confirming whether the range switching is normal).
[0050]
Subsequently, the process proceeds to S28, where it is determined whether the brake signal is normal with reference to the bit of the flag BRKOK2, and when it is determined normal, the process proceeds to S30, where it is determined again whether the range is being switched, and when the result is negative In S32, it is determined whether or not the value of the second timer TMPAHN has reached 0 (this timer is a timer for determining whether or not shifting is in progress).
[0051]
If it is determined in S32 that the timer value is 0, it is determined that the speed is not being changed, and the process proceeds to S34, in which it is determined whether or not the current shift position (speed stage or speed ratio) SH is the first speed. This is to simplify the calculation because there is no downshift at the first speed.
[0052]
When the result in S34 is negative, the program proceeds to S36, and the average value PNOAVE or PKUAVE of the uphill / downhill difference is calculated. This is calculated by obtaining a weighted average value of the calculated value of the uphill / downhill difference PNO or PKU and the previous average value.
[0053]
Here, PNOAVE corresponds to the above-described gradient parameter indicating the uphill gradient, and PKUAVE corresponds to the gradient parameter indicating the downhill gradient. Hereinafter, both are collectively referred to as “gradient parameter”, and when designated separately, they are referred to as “uphill slope parameter” or “downhill slope parameter”.
[0054]
When the result in S22 is negative, the program proceeds to S38, where the timer that is no longer needed is reset, and the program proceeds to S42, where the gradient parameter PNOAVE or PKUAVE is set to zero. The same applies when it is determined in S28 that the brake signal is not normal.
[0055]
If it is determined in S30 that the range is being switched, the process proceeds to S40, where it is affirmed and it is determined that the timer value has reached zero. The process proceeds to S42, where the difference average value is zero, and when the result is negative, the process proceeds to S44, and the gradient parameter is kept at the previous value.
[0056]
If it is determined in S32 that shifting is in progress (shifting), the shift position (shift stage or gear ratio) cannot be determined and the acceleration is not stable, so the process proceeds to S44. The same applies when it is determined to be the first speed in S34.
[0057]
Subsequently, the process proceeds to S45, and the above-described shift control and control based on navigation information obtained from the navigation device 70 (NAVI-AT cooperative control) are performed. This will be described later.
[0058]
Then, it progresses to S46 and discriminates the up-and-down slope MAPS1,2. In this control, as described above, a plurality of maps (speed change characteristics), more specifically, as shown in FIG. 4, five types for heavy climbing, light climbing, flat road, light downhill and heavy downhill are used. A map is prepared, and a map number from 0 to 4 is assigned to the map and specified. In addition to the above, in the NAVI-AT cooperative control described later, a corner sport map is also prepared for use during downhill corner traveling.
[0059]
As shown in FIGS. 4 and 5, the process of S46 compares the gradient parameter PNOAVE or PKUAVE (or PKUAVE2, which will be described later) with reference values PNOnm and PKUnm, and the minimum map (" MAPS1 ”) and a maximum map (“ MAPS2 ”).
[0060]
FIG. 6 shows the characteristics of a flat road map, FIG. 7 shows the characteristics of a light uphill (light downhill) map, FIG. 8 shows the characteristics of a heavy downhill map, and FIG. 9 shows the characteristics of a corner sports map. (The light uphill map and the light downhill map are the same).
[0061]
These maps differ depending on the setting of the third speed region. In other words, the map for light uphill (light downhill) is expanded in the low throttle opening range compared to the map for flat roads, and the medium and high throttle open for heavy downhill compared to the map for light uphill (light downhill). It is enlarged by the throttle opening TH in the degree range (in the low throttle opening range, it is conversely reduced for shifting up).
[0062]
Returning to the description of FIG. 2, the process proceeds to S <b> 48 to select (determine) either the obtained minimum map (MAPS1) or maximum map (MAPS2). The selected (determined) map is called “MAPS”.
[0063]
FIG. 10 is a subroutine flow chart showing the work.
[0064]
In the following, the map (MAPS) currently selected in S100 is compared with the map 2 (maximum map). Logically, the map to be selected may be determined so that the maximum map ≧ the selection map ≧ the minimum map in the map number.
[0065]
Therefore, first, in S100, it is determined whether or not the current map exceeds the maximum map. If it is determined that the map exceeds the maximum map, the map number “1, 2, Therefore, the process proceeds to S102, where it is determined whether or not the current selection map is number 2 (flat road map).
[0066]
When it is determined in S102 that the selected map exceeds the number 2 (flat road map), the map number becomes “3, 4”, and the map becomes a downhill map. The map is determined by subtracting “1” from the map.
[0067]
On the other hand, when it is determined in S102 that the selection map is equal to or less than the flat road map, it is either “2, 1”, and the switching from the flat road to the light uphill or from the light uphill to the heavy uphill is performed. Since the 3rd speed region differs depending on the map, there is a risk that if the map is currently switched to the 4th speed, there is a risk of being downshifted to the 3rd speed immediately, which is an undesirable shift down by the driver.
[0068]
In order to avoid this, the process proceeds to S106, where it is determined whether or not the current shift position is the third speed, and the map is changed from a flat road to a light climbing slope or from a light climbing slope to a heavy climbing slope only when it is determined that the third shift or less Switch to use. Accordingly, the map switching is stopped when in the fourth speed.
[0069]
On the other hand, when the selected map is determined to be less than or equal to the maximum map in S100, the upper limit condition is satisfied, so the process proceeds to S108 to determine the lower limit side, and whether or not the selected map is greater than or equal to MAPS1 (minimum map). If it is determined that the minimum map is exceeded, the map is not switched because the above-mentioned logical expression is satisfied.
[0070]
When it is determined in S108 that the map of the selected map is less than the minimum map, it is necessary to correct the map to a value greater than or equal to the minimum map.
[0071]
If it is determined that the selected map is smaller than that for the flat road, the map to be taken is either “1, 2”. Therefore, the process proceeds to S112, and 1 is added to the current map to increase it. Therefore, if the current light climbing map is used, the map is switched to a flat road map, and if the current heavy climbing map is used, the light climbing map is switched.
[0072]
When it is determined in S110 that the selection map is equal to or higher than the flat road map, the current selection map number is “2” or “3”, and in the case of addition from “2” or “3” There is a problem of expansion.
[0073]
Therefore, the process proceeds to S114 to determine whether or not the current speed is 3 or less. If the current speed is 3 or less, an unexpected downshift does not occur. Therefore, the process proceeds to S112 and the map is switched immediately and the 4th speed is determined. If YES in step S116, the flow advances to step S116 to compare the selection map with the flat road map.
[0074]
When it is determined in S116 that the selection map is a flat road map, the process proceeds to S118, where the detected vehicle speed V is compared with a predetermined value YKUV1, and the current selection map is not a flat road map, that is, a light downhill map. If it is determined, the process proceeds to S120, the detected vehicle speed V is compared with another predetermined value YKUV3, and if the vehicle speed is determined to be greater than or equal to the predetermined value in these steps, the process jumps to S112 to switch the map. These processes are for preventing a downshift unexpected by the driver.
[0075]
If it is determined in S118 or S120 that the current vehicle speed is less than the boundary vehicle speed, the process proceeds to S122, in which it is determined whether the throttle opening TH is equal to or smaller than the opening CTH near the fully closed position. If the result is negative, it means that the accelerator pedal is being depressed, and it means that the accelerator pedal is being depressed at the 4th speed. Therefore, in order to avoid a downshift, the map is switched by skipping S112. Absent.
[0076]
Conversely, when the result in S122 is affirmative, the accelerator pedal is not depressed and the driver's intention to decelerate can be obtained. Therefore, the process proceeds to S124 and it is determined again whether the selection map is for a flat road. Proceeding to S112, the map is switched.
[0077]
When the result in S124 is negative, the selection map is a light downhill map. Therefore, the process proceeds to S126, in which it is determined whether the brake operation is being performed, and whether the driver really has an intention to decelerate. to decide. When the brake operation is not performed, it is considered that the driver does not intend to decelerate. Therefore, S112 is skipped and the map is not switched.
[0078]
On the other hand, when it is determined that the brake is being operated, the process proceeds from S128 to S136 to select the deceleration data YDVOA, and the process proceeds to S138 to select the selected deceleration data YDVOA as the actual deceleration DTV (per unit time during the brake operation). When the actual deceleration DTV is determined to be equal to or less than the selected deceleration data, it is determined that the vehicle is decelerating rapidly, and the process proceeds to S112 to switch the map.
[0079]
That is, even when the brake operation is performed and the driver intends to decelerate, the deceleration at the time of downshifting is larger as the vehicle speed is higher. Switching is made difficult, and map switching is performed and downshifted only when it is determined from the comparison result that sudden deceleration is intended. If it is determined in S138 that the actual deceleration DTV exceeds the selected deceleration data, S112 is skipped.
[0080]
Subsequently, the process proceeds to S140, where it is determined whether or not the determined map (number) is “4” (for heavy downhill). When the determination is negative, the subsequent processing is skipped, and when the determination is positive, the process proceeds to S141. Go to Flag F. It is determined whether or not the bit of CSNAVI (described later) is 1. If the result is affirmative, the process proceeds to S142 to switch to the corner sports map. This will be described later.
[0081]
On the other hand, when the result in S141 is negative, the program proceeds to S143, where it is determined whether or not the detected throttle opening TH is equal to or greater than a predetermined opening THREF (for example, (2/8) × WOT [degree]). When the determination is affirmed, the process proceeds to S144 to forcibly rewrite the map (number) to 3 (for light descent).
[0082]
This is because when the throttle opening TH is depressed more than the predetermined opening, the driver does not request assistance from the engine brake, but rather the driver wants acceleration and switches the map for light descent. is there.
[0083]
Returning to the flow chart of FIG. 2, the program then proceeds to S50, where a map determined (selected) from the detected vehicle speed V and throttle opening TH is retrieved to determine the output shift position (shift speed or gear ratio) SO.
[0084]
Based on the above, the NAVI-AT cooperative control in S45 of the flowchart of FIG. 2 will be described.
[0085]
FIG. 11 is a subroutine flow chart showing the operation.
[0086]
In the following, first, in S200, it is determined whether or not the vehicle 1 is a vehicle equipped with the navigation device 70. This is determined by whether or not communication with the CPU 72 of the navigation device 70 described above is possible.
[0087]
When the result is affirmative in S200, the process proceeds to S202, and it is determined whether or not the navigation device 70 is operating normally. This is determined by communicating with the CPU 72 of the navigation device 70 to determine whether or not the appropriate flag bit indicating failure detection is set to 1 in the navigation device 70.
[0088]
When the result in S202 is affirmative, the process proceeds to S204, and it is determined by the same method whether or not the reception state from the GPS is good. When the result is affirmative, the process proceeds to S206 and the (excess) load weight (load Wt) is estimated.
[0089]
FIG. 12 is a subroutine flow chart showing the work.
[0090]
In the following, it is determined in S300 whether the output of the engine E is normal. If the detected water temperature is in the predetermined range, the detected atmospheric pressure is equal to or higher than the predetermined atmospheric pressure (in other words, not higher than the predetermined altitude), and the engine E fails even with reference to a failure detection flag of an engine control ECU (not shown) Is not detected, it is determined that the output of the engine E is normal.
[0091]
When the result in S300 is affirmative, the program proceeds to S302, in which it is determined whether the transmission T is normal. When the detected oil temperature (ATF temperature) is within a predetermined range and no transmission failure is detected with reference to a transmission failure detection flag (not shown), it is determined that the transmission T is normal. Note that the oil temperature sensor S9 may be omitted and the detection value of the water temperature sensor S7 may be used.
[0092]
When the result in S302 is affirmative, the program proceeds to S304, in which it is determined whether or not it is a loaded weight estimation section. This is performed by determining from the information of the navigation device 70 whether or not the vehicle is currently traveling on a flat road, that is, a road surface without gradient resistance.
[0093]
When the result in S304 is affirmative, the program proceeds to S306, where the above-described climbing slope parameter PNOAVE is compared with a threshold value # PNOHE1 (shown in FIG. 13), and when the climbing slope parameter PNOAVE is determined to be greater than or equal to the threshold value # PNOHE1. Proceeding to S308, the value obtained by subtracting the threshold value # PNOHE1 from the uphill slope parameter PNOAVE is set as the (excess) load weight estimated value HWTNAVI.
[0094]
Specifically, as shown in the figure, the weighted coefficient #HK is used, and the weighted average is used for learning control to calculate the (excess) load weight estimated value HWTNAVI. Since the vehicle weight (number of passengers) may change each time the engine is stopped, the learning value is not retained after the engine is stopped.
[0095]
The threshold value # PNOHE1 is set as appropriate by obtaining a value sufficient to indicate the climbing slope parameter of a vehicle loaded with a standard weight (two persons). When the climbing slope parameter (vehicle running acceleration) is equal to or greater than the threshold value, it is determined that the expected acceleration is not obtained, that is, the loaded weight is larger than the standard value, and the climbing slope parameter PNOAVE is used as a threshold value # PNOHE1. The difference obtained by subtracting is estimated as (excess) load weight HWTNAVI.
[0096]
As shown in FIG. 13, when two passengers (assuming that each person has a weight of 50 kg) are standard, the load weight estimated value HWTNAVI is set so as to increase as the climbing slope parameter PNOAVE increases.
[0097]
On the other hand, when the result in S304 is negative and it is determined that the vehicle is currently traveling on an uphill / downhill road, the process proceeds to S310, where the (excess) load weight estimated value HWTNAVI is the previous value (calculated at the time of the previous program loop of FIG. 2). Value).
[0098]
If NO in S300 or S302, the process proceeds to S312 and the load weight is regarded as a standard value, and when there is a held (excess) load weight estimated value HWTNAVI, it is cleared to zero. This is the same when it is determined in S306 that the uphill slope parameter PNOAVE is less than the threshold value # PNOHE1.
[0099]
Returning to the explanation of FIG. 11, the process proceeds to S208, where NAVI cooperative downhill control is performed.
[0100]
FIG. 14 is a subroutine flow chart showing the work.
[0101]
Explaining below, the climbing slope parameter PNOAVE is compared with the second threshold value # PNOHE2 in S400. Here, the threshold value # PNOHE2 is set appropriately by obtaining a value sufficient to indicate that the vehicle is on an uphill road through experiments.
[0102]
If it is determined in S400 that the uphill slope parameter PNOAVE is equal to or greater than the second threshold value # PNOHE2, it is determined that the vehicle is on the uphill road, and the flow proceeds to S402, where the timer TMNAVIH (down counter) is set to a predetermined value #TMNAVIH and started. And start time measurement.
[0103]
Subsequently, the process proceeds to S404, where the downhill slope parameter PKUAVE is rewritten as PKUAVE2, and the process proceeds to S406, where a predetermined value #TMWTH is set in the timer TMWTH and started, and time measurement is started. This timer is used in AT downhill control described later.
[0104]
On the other hand, when it is determined in S400 that the uphill slope parameter PNOAVE is less than the second threshold value # PNOHE2, it is determined that the road is on a flat ground or a downhill road, and the process proceeds to S408, where the uphill slope correction section, more specifically, the distance on a mountain road. It is judged whether it is on the up-and-down slope of about 1 km, for example. This is determined from the navigation information.
[0105]
When the result in S408 is affirmative, the routine proceeds to S410, where a predetermined value #TMNAVIH is set (started) in the timer TMNAVIH to start time measurement, and the routine proceeds to S412 where the estimated load weight value HWTNAVI is set in the downhill slope parameter PKUAVE. Addition is performed to increase the downhill slope parameter PKUAVE, and the corrected value is rewritten as PKUAVE2.
[0106]
On the other hand, when the result in S408 is negative and it is determined that the vehicle is not in the uphill / downhill correction section, the flow proceeds to S414, and the downhill slope parameter PKUAVE is compared with the third threshold value #PKUNAVIH. Here, the threshold value #PKUNAVIH is set as appropriate by obtaining a value sufficient to indicate that the vehicle is on a steep downhill with a predetermined slope or more.
[0107]
If the downhill slope parameter PKUAVE is determined to be less than the third threshold value #PKUNAVIH in S414, it is assumed that the vehicle is traveling on a flat road, an uphill road, or a gentle downhill road, and the process proceeds to S402, and the downhill slope is set in S414. When it is determined that the parameter PKUAVE is equal to or greater than the third threshold value #PKUNAVIH, it is considered that the vehicle is traveling on a steep downhill road, and the process proceeds to S416, and whether or not the value of the first timer TMNAVIH has reached zero. Judge.
[0108]
When the result in S416 is negative, the process proceeds to S404, and when the result is affirmative and it is determined that the timer value has reached 0, the process proceeds to S412 and the (excess) load weight estimated value HWTNAVI is added to the downhill gradient parameter PKUAVE. Then, increase correction is performed, and the increase corrected value is rewritten as PKUAVE.
[0109]
The processing of FIG. 12 and FIG. 14 will be described with reference to the time chart of FIG. 15. When it is determined that the vehicle is on the flat ground from the navigation information and the climb slope parameter, in other words, when it is not affected by the slope resistance, Estimate the load weight exceeding
[0110]
Next, when it is determined from the navigation information and the uphill slope parameter that the vehicle is in the uphill / downhill correction section, the downhill slope parameter PKUAVE is increased and corrected by the (excess) load weight estimated value HWTNAVI.
[0111]
Also, even if it is outside the uphill correction section, if it is determined that the road is on a steep downhill road from the downhill slope parameter PKUAVE, the downhill road state corresponds to a predetermined time #TMNAVIH (more specifically, 500 m in distance). Value) When continuing, the downward slope parameter PKUAVE is similarly corrected to increase.
[0112]
As a result, as shown in FIG. 4, the downhill slope parameter PKUAVE2 increases, so that the map is changed from flat road to light downhill, light downhill to heavy load in the processes of S46, S48 of FIG. 2 and FIG. By switching to downhill use, the third speed region is frequently used, and the driver can be provided with the intended driving force when traveling downhill.
[0113]
That is, the engine brake can be easily applied to reduce the brake pedaling force, and drivability on a downhill can be improved. Thus, in the processing of FIG. 2 or FIG. 10, PKUAVE2 is treated as a downhill slope parameter equivalent to PKUAVE.
[0114]
In this case, since it is detected from the navigation information whether or not the vehicle is in an uphill / downhill correction section on a mountain road, a short section such as a three-dimensional intersection in an urban area is not mistaken for an uphill / downhill correction section. Even if the navigation information is incorrect, the correction is performed by adding and correcting the (excess) load weight obtained when the navigation information and the uphill slope parameter match, so that the incorrect navigation is performed. It is not affected by information.
[0115]
In addition, it detects and corrects downhill conditions from downhill slope parameters, but only when the downhill condition lasts for a predetermined time (a value equivalent to 500 m). This eliminates unnecessary map switching. Therefore, as shown by a broken line at a location indicated as UPDOWN such as a three-dimensional intersection in an urban area in FIG.
[0116]
Returning to the description of FIG. 11, the process proceeds to S <b> 210, and it is determined whether route guidance is in progress. This is determined by determining whether or not the route guidance mode is selected in the navigation device 70. When the result in S210 is affirmative, the program proceeds to S212, in which it is determined whether or not the vehicle traveling is on the route. This is also performed by determining whether or not the route mode is selected in the navigation device 70 and the vehicle is positioned on the route.
[0117]
When the result in S212 is affirmative, the program proceeds to S216, and NAVI cooperative downhill corner control is performed.
[0118]
When the result in S212 is negative, the process proceeds to S214, where it is determined whether or not there is a branch road ahead from the navigation information. When the result is negative, the process proceeds to S216 and NAVI cooperative downhill corner control is performed and affirmed. When it is not route driving, when there is a branch road, the driver does not know which of the branch roads to select, so S216 (NAVI cooperative downhill corner control) is skipped.
[0119]
FIG. 16 is a subroutine flowchart showing details of the NAVI cooperative downhill corner control.
[0120]
As will be described below, the climbing slope parameter PNOAVE is again compared with the second threshold value # PNOHE2 in S500, and when it is determined that the climbing slope parameter PNOAVE is less than the threshold value # PNOHE2, the vehicle travels on a flat or downhill road. The process proceeds to S502, and it is detected from the navigation information whether there is a corner (curved road) ahead in the traveling direction. When a corner is detected, the curvature R of the corner is also input from the navigation information.
[0121]
When the result in S502 is affirmative, the program proceeds to S504, in which it is determined whether or not the throttle opening TH exceeds a predetermined throttle opening #THCSNAVI. The predetermined throttle opening #THCSNAVI is a threshold value for determining whether or not the driver intends to perform shift control based on a corner sports map (characteristic) at a corner, and is determined and set appropriately through experiments.
[0122]
If the result in S504 is negative, it is determined that such an intention is not seen by the driver, and the process proceeds to S506, where a predetermined value HCUNAVIn is added to the downhill slope parameter PKUAVE to increase correction, and the increased correction value is set to PKUAVE2. And rewrite. As a result, the heavy downhill map or the light downhill map is selected. The predetermined value HCUNAVIn is not a fixed value, but is set to increase as the vehicle speed and the curvature R of the corner increase (as shown in FIG. 18A described later).
[0123]
On the other hand, when the result in S504 is affirmative, it is determined that such an intention is seen by the driver, and the process proceeds to S508, where the corner sports map determination flag F.S. The bit (initial value 0) of CSNAVI is set to 1 (as a result, the result is affirmative in S141 of FIG. 10 and the process proceeds to S142, and the corner sports map is selected). Next, in S510, the second slope value PKUAVE2 is added with the second predetermined value HCSNAVIn to increase it.
[0124]
In this embodiment, as shown in FIGS. 4 and 5, the corner sport map has an equivalent relationship with the heavy downhill map (map number 4), and when the heavy downhill map is selected, the throttle is If the opening TH exceeds the predetermined value #THCSNAVI, the corner sports map is selected, and if not, the heavy downhill map is selected.
[0125]
As shown in FIG. 9, the corner sport map has an enlarged third speed region as compared to the heavy downhill map. Therefore, as shown in the time chart of FIG. Can be used to provide the driver's intended characteristics.
[0126]
Here, the predetermined value HCSNAVIn is set so as to increase as the vehicle speed increases, and as shown in FIG. 18B, the predetermined value HCSNAVIn increases as the corner curvature R increases. Set as follows.
[0127]
Accordingly, the third speed region is frequently used as the curvature of the corner increases, and it is possible to respond well to an increase in driving force intended by the driver and to improve drivability. The same applies to the case of passing through a branch path. As shown in the lower part of FIG. 17 and FIGS. 18 (c) and 18 (d), if such control is not performed, the fourth speed is controlled and the driver's intention cannot be well met.
[0128]
In this embodiment, the case of the 3rd speed and the 4th speed has been described. However, the present invention is not necessarily limited to this, and is appropriately set between the 1st speed and the 3rd speed according to the vehicle speed, the corner curvature, and the throttle opening. can do. In that case, the map characteristics of FIG. 18 (a) may be set accordingly, and detailed description thereof will be omitted.
[0129]
In FIG. 16, when it is determined in S500 that the uphill slope parameter PNOAVE is equal to or greater than the threshold value # PNOHE2, it is estimated that the vehicle is traveling on an uphill road, so the flow proceeds to S512, and the bit of the flag is reset to 0. . The same applies when it is determined in S502 that there is no corner ahead of the traveling direction.
[0130]
Returning to FIG. 11, when negative in any of S200 to S204, that is, when the navigation device is not mounted, the navigation device is not operating normally, or the GPS reception state is not good, Since it is difficult to use the navigation information, the process proceeds to S218, and downhill control without navigation information (hereinafter referred to as “AT single downhill road control”) is performed.
[0131]
FIG. 19 is a subroutine flow chart showing the work.
[0132]
Explaining below, in S600, the downhill slope parameter PKUAVE is compared with a predetermined value #PKUWTH. The predetermined value #PKUWTH is a threshold value for determining whether or not the vehicle is on a downhill road where single downhill control is performed, and is determined and set appropriately through experiments.
[0133]
If the downhill slope parameter PKUAVE is determined to be less than the predetermined value #PKUWTH in S600, it is considered that the vehicle is traveling on a flat ground or an uphill road, and the flow proceeds to S602, where the predetermined value #TMWTH is set in the timer TMWTH (down counter). Start, start time measurement, proceed to S604, and rewrite downhill slope parameter PKUAVE to PKUAVE2.
[0134]
In step S606, the timer TMNAVIH used for NAVI cooperative downhill road control is set to a predetermined value #TMNAVIH and started, and time measurement is started.
[0135]
On the other hand, when it is determined in S600 that the downhill slope parameter PKUAVE is equal to or greater than the predetermined value #PKUWTH, it is regarded as a downhill road and the process proceeds to S608, in which it is determined whether or not the value of the timer TMWTH has become 0 and the result is negative Advances to S604.
[0136]
In the next program loop, when the timer value reaches zero in S606 and the determination is affirmative, the process proceeds to S610, the predetermined value HKUWAT is added to the downhill slope parameter PKUAVE to increase correction, and the increase correction value is rewritten as PKUAVE2.
[0137]
FIG. 20 is an explanatory graph showing table characteristics of the predetermined value HKUWT. As shown in the figure, the predetermined value HKUWT is set to increase as the vehicle speed increases.
[0138]
FIG. 21 is a time chart showing the contents of the AT single downhill control shown in FIG.
[0139]
As described above, when the predetermined gradient (#PKUWTH equivalent value) continues for the predetermined time (#TMWTH), the downhill gradient parameter PKUAVE (PKUAVE2) is corrected to increase, so that the heavy downhill map is selected, and the 3rd speed region is frequently used. Therefore, a sufficient engine braking effect can be obtained.
[0140]
Returning to the description of FIG. 11, the process proceeds to S <b> 220 and corner marker control is performed.
[0141]
FIG. 22 is a subroutine flow chart showing the work.
[0142]
In the following, it is determined whether or not the range selected in S700 is the D4 range. When the result is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S702, and the vehicle 1 is decelerated and shifted temporarily command marker. It is determined whether or not (shift point) has been passed.
[0143]
Referring to FIG. 23, in this embodiment, in the CD-ROM 74 of the navigation device 70 described above, in addition to map information such as a node (coordinate position information) of a traveling road, a branch point (intersection, T Markers (the aforementioned shift points) set in corners and the like are stored.
[0144]
The marker consists of the following types.
Deceleration shift temporary command marker (first shift point described above)
Deceleration shift main command marker (second shift point described above)
Deceleration shift cancel command marker (third shift point described above)
[0145]
The target shift position (speed stage or gear ratio) corresponding to the temporary deceleration shift command marker is set. The navigation device 70 detects the current position of the vehicle 1 via the GPS receiver 78, and determines whether or not the vehicle 1 has passed the above-described three types of markers.
[0146]
As will be described later, when it is determined that the vehicle 1 has passed the deceleration shift temporary command marker, gear shifting preparation is started toward the target shift position set for the deceleration shift temporary command marker. Specifically, the shift preparation means the hydraulic clutch at the target shift position, that is, the invalid stroke filling of any of C1, C2, C3, and C4R.
[0147]
Next, when it is determined that the vehicle 1 has passed the deceleration shift main command marker, the predetermined value HACSNAVI is added to the downhill slope parameter PKUAVE2, and the increase is corrected. As a result, the map is switched from flat road to light downhill, from light downhill to heavy downhill, and as the 3rd speed region expands accordingly, shifting, specifically downshifting, more specific Specifically, a downshift from the fourth speed to the third speed is likely to occur.
[0148]
When it is determined that the vehicle 1 has passed the deceleration shift cancel command marker before passing the deceleration shift main command marker, the above-described gear shift preparation is stopped.
[0149]
Returning to the description of FIG. 22, when the result in S702 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S704, and the current shift position is set to the target shift position set by the temporary deceleration shift temporary marker. Judge whether it exceeds.
[0150]
In this corner marker control, a downshift at a branch path or a corner is scheduled. Therefore, when the result in S704 is NO, a downshift is not necessary, so the subsequent processing is skipped.
[0151]
On the other hand, when the result in S704 is affirmative, the process proceeds to S706, where it is determined whether or not the above-described gearshift preparation is completed, and when the result is negative, the process proceeds to S708 and the above-mentioned gearshift preparation, i.e. Supply and eliminate the invalid stroke (play).
[0152]
As a result, when a shift determination (shift down determination) is made, the response delay of the hydraulic clutch can be reduced, so that the shift (shift down) can be executed early.
[0153]
The determination in S706 may be performed by providing a hydraulic pressure sensor to detect the clutch hydraulic pressure and determining whether or not the detected value exceeds a predetermined hydraulic pressure. Alternatively, the hydraulic pressure supply time is measured and the measured value is determined for a predetermined time. It may be performed by determining whether or not the number is exceeded.
[0154]
If the determination in S706 is affirmative, S708 is skipped.
[0155]
Next, in S710, the above-described corner sports map determination flag F.S. If the CSNAVI bit is set to 1, in other words, it is determined whether or not the driver intends to select a corner sports map, and if affirmative, the subsequent processing is skipped in accordance with the driver's intention To do.
[0156]
When the result in S710 is negative, the program proceeds to S712, where it is determined whether or not the vehicle 1 has passed the deceleration shift main command marker. When the result is affirmative, the program proceeds to S714, and a predetermined value HACSNAVI is added to the downhill slope parameter PKUAVE2. Increase correction.
[0157]
As a result, the map is switched from the flat road map to the downhill map as described above, and the map in which the third speed region is enlarged is selected, and the downshift from the fourth speed to the third speed is performed early.
[0158]
On the other hand, when the result in S712 is negative, the program proceeds to S716, in which it is determined whether or not the vehicle 1 has passed the deceleration shift cancel command marker. When the result is negative, the subsequent processing is skipped, and when the result is affirmative, the program proceeds to S718. Proceed and stop the gear shifting preparation described above.
[0159]
Accordingly, even when the passage determination of the deceleration shift temporary command marker is erroneous, the shift control is not erroneous.
[0160]
In the above description, when passing through the deceleration shift temporary command marker again before passing through the deceleration shift cancel command marker, preparation for shifting is started at the target shift position scheduled for the second deceleration shift temporary command marker.
[0161]
In this embodiment, as described above, based on the navigation information, the shift control is performed by predicting the situation of the traveling road ahead in the traveling direction from the deceleration shift temporary command marker, the deceleration shift main command marker, and the deceleration shift cancel command marker (shift point). In addition, since preparation for gear shifting is started when the temporary deceleration shift command marker (first gear shifting point) is passed, the response delay of the hydraulic actuator for gear shifting operation can be reduced.
[0162]
As a result, even when traveling on a branch road or a corner (curved road) or the like, it is possible to perform a shift control that responds quickly to the travel path.
[0163]
In FIG. 23, the travel locus indicated by line 100 represents the case where the corner marker control is performed, and the travel locus represented by line 102 represents the case where the corner marker control is not performed. The travel locus 100 is shifted down from the 4th speed to the 3rd speed at the time point 100a, whereas the travel locus 102 is shifted down from the 4th speed to the 3rd speed at the time point 102a with a delay. .
[0164]
FIG. 24 is a time chart for explaining the corner marker control described above by taking an example of a traveling path as shown in FIG.
[0165]
FIG. 24 (a) shows that in the above corner marker control, gear shifting preparation is started when the temporary marker (deceleration shift temporary command marker) is passed, and the third gear is shifted when this marker (deceleration shift main command marker) is passed. An example of being down is shown.
[0166]
FIG. 24B shows an example in which the current shift stage is coincident with the target shift stage in the corner marker control described above, and therefore downshifting is unnecessary.
[0167]
FIG. 24C shows a case where, in the corner marker control described above, the vehicle travels straight without turning right on the traveling road shown in FIG. In this case, since this marker (deceleration shift main command marker) has not been passed, gear shifting preparation is stopped when the cancel marker (deceleration shift cancel command marker) is passed.
[0168]
FIG. 25 is an explanatory view similar to FIG. 23, taking as an example a traveling path with continuous corners. In FIG. 25, the travel locus indicated by line 200 represents the case where the corner marker control is performed, and the travel locus represented by line 202 represents the case where the corner marker control is not performed.
[0169]
In the travel locus indicated by the line 202, the downshift and the upshift are frequently repeated between the fourth speed and the third speed, whereas in the travel locus indicated by the line 200, the downshift from the fourth speed to the third speed occurs once. It can be seen that the control corresponding to the continuous corner road is realized.
[0170]
Furthermore, in this embodiment, when it is determined that the vehicle is traveling on the uphill / downhill correction section (specific road surface) based on the navigation information, the gradient parameter is corrected, so that the vehicle is traveling particularly on the downhill road. The third speed region can be used frequently, the engine brake can be easily applied, the brake pedaling force can be reduced, and drivability when traveling on a downhill road can be improved.
[0171]
In this embodiment, as described above, the gradient parameters PNOAVE and PKUAVE (PKUAVE2) indicating the uphill gradient or the downhill gradient of the vehicle 1 are obtained from the vehicle speed V and the throttle opening TH, and are set in advance from the obtained gradient parameters. In an automatic transmission control device (CPU 50, S10 to S50) provided with a shift control means for selecting any of a plurality of shift characteristics (map) and determining a gear ratio SO based on the selected shift characteristics (CPU 50, S10 to S50), Shift point passage determining means (CPU 50, navigation) for determining whether or not the first and second shift points (deceleration shift temporary command marker and deceleration shift main command marker) set in advance for the travel path on which the vehicle 1 travels have been passed. Device 70, S218, S702, S712), the vehicle 1 is the first shift point. When it is judged to have passed, the shift start preparation means for starting the transmission preparation (CPU 50, S218, S702 from S 708), and when said vehicle 1 is determined to have passed through the second speed change points, So that the gear ratio is easily increased. Gradient parameter correction means (CPU 50, S218, S712 to S714) for correcting the gradient parameter PKUAVE2 is provided, and the shift control means selects one of the plurality of shift characteristics based on the corrected gradient parameter PKUAVE2. The speed ratio (shift position) is determined based on the selected speed change characteristics (CPU 50, S10 to S50).
[0172]
The shift point passage determining means further determines whether or not a third shift point (deceleration shift cancel command marker) set in advance for the travel path on which the vehicle 1 travels has passed, and starts the shift preparation. The means is configured to stop the gear shift preparation when it is determined that the vehicle has passed the third gear shift point (CPU 50, S218, S716 to S718).
[0173]
In the above description, the shift point (deceleration shift temporary command marker, etc.) is stored in the CD-ROM 74 of the navigation device. However, the shift point is installed (embedded) in the travel path, and appropriate detection means is mounted on the vehicle 1. The passage of the installed shift point may be determined.
[0174]
【The invention's effect】
According to the first aspect of the present invention, it is possible to perform the shift control by predicting the condition of the travel path ahead in the traveling direction from the shift point based on information such as navigation, and to change the shift point (first shift point). Since preparation for gear shifting is started at the time of passing, response delay of the hydraulic actuator for gear shifting operation can be reduced.
[0175]
As a result, even when traveling on a branch road or a corner (curved road) or the like, it is possible to perform a shift control that responds quickly to the travel path.
[0176]
According to the second aspect, even if the shift point passage determination is wrong, the shift control is not erroneous.
[Brief description of the drawings]
BRIEF DESCRIPTION OF DRAWINGS FIG. 1 is a schematic diagram showing an overall control apparatus for an automatic transmission according to the present invention.
2 is a flowchart showing the operation of the apparatus shown in FIG.
FIG. 3 is an explanatory diagram showing map selection based on an expected acceleration, an actual acceleration, and a difference average value (gradient parameter) used in the shift control of the flow chart of FIG. 2;
4 is an explanatory diagram showing an average difference value (map selection based on gradient parameters) used in the flowchart of FIG. 2; FIG.
5 is also an explanatory diagram showing a difference average value (map selection based on a gradient parameter) used in the flow chart of FIG. 2;
6 is an explanatory graph showing characteristics of a flat road map among a plurality of maps used in the flowchart of FIG. 2; FIG.
7 is an explanatory graph showing characteristics of a light uphill (downhill) map among a plurality of maps used in the flow chart of FIG. 2; FIG.
8 is an explanatory graph showing characteristics of a heavy climbing map among a plurality of maps used in the flow chart of FIG. 2;
FIG. 9 is an explanatory graph showing the characteristics of a corner sports map among a plurality of maps used in the flowchart of FIG. 2;
FIG. 10 is a subroutine flow chart showing a MAPS determination operation in the flow chart of FIG. 2;
FIG. 11 is a subroutine flowchart showing details of NAVI-AT cooperative control in the flowchart of FIG. 2;
12 is a subroutine flow chart showing a work load estimation work in the flow chart of FIG.
FIG. 13 is an explanatory graph showing characteristics of values used in the flowchart of FIG. 12;
FIG. 14 is a subroutine flowchart showing details of NAVI cooperative downhill control in the flowchart of FIG. 11;
FIG. 15 is a time chart for explaining the processing of the flowchart of FIG. 14;
FIG. 16 is a subroutine flowchart showing details of NAVI cooperative downhill corner control in the flowchart of FIG. 11;
FIG. 17 is a time chart for explaining the processing of the flow chart of FIG. 16;
18 is an explanatory graph showing characteristics of values used in the flowchart of FIG.
FIG. 19 is a subroutine flowchart showing details of AT single downhill control in the flowchart of FIG. 11;
20 is an explanatory graph showing characteristics of values used in the flowchart of FIG.
FIG. 21 is a time chart for explaining the processing of the flowchart of FIG. 19;
FIG. 22 is a subroutine flowchart showing details of corner marker control in the flowchart of FIG. 11;
FIG. 23 is an explanatory diagram showing corner marker control in the flowchart of FIG. 22 in comparison with the prior art.
24 is a time chart for explaining corner marker control of the flow chart of FIG. 22 taking the traveling road shown in FIG. 23 as an example.
FIG. 25 is an explanatory view similar to FIG. 23, showing the corner marker control of the flow chart of FIG. 22 in comparison with the prior art.
[Explanation of symbols]
1 vehicle
E Internal combustion engine
T automatic transmission (transmission)
O Hydraulic control circuit
C1, C2, C3, C4R Hydraulic clutch
50 CPU of ECU
70 Navigation device
S1 Throttle opening sensor
S2 Vehicle speed sensor

Claims (2)

A gradient parameter indicating an uphill gradient or a downhill gradient of the vehicle is obtained from the vehicle speed and the throttle opening, and one of a plurality of preset shift characteristics is selected from the obtained gradient parameter, and based on the selected shift characteristic In a control device for an automatic transmission having a shift control means for determining a gear ratio
a. Shift point passage determining means for determining whether or not the first and second shift points set in advance for the travel path on which the vehicle travels have passed;
b. Gear shift preparation start means for starting gear shift preparation when it is determined that the vehicle has passed the first gear shift point;
And c. Gradient parameter correction means for correcting the gradient parameter so that the gear ratio is easily increased when it is determined that the vehicle has passed the second shift point;
And the shift control means selects one of the plurality of shift characteristics based on the corrected gradient parameter, and determines a gear ratio based on the selected shift characteristic. Transmission control device.   The shift point passage determining means further determines whether or not a third shift point set in advance for the travel path on which the vehicle travels has passed, and the shift preparation starting means is configured to determine whether the vehicle has the third shift point. 2. The control device for an automatic transmission according to claim 1, wherein when it is determined that a speed change point has been passed, the speed change preparation is stopped.

Images