JP4196789B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission mounted on a vehicle, and more particularly, to a control device for an automatic transmission capable of accurately realizing a driver's acceleration request.

  An automatic transmission mounted on a vehicle is configured to include a transmission mechanism that is connected to an engine via a torque converter or the like and has a plurality of power transmission paths. For example, an automatic transmission is automatically set based on an accelerator opening and a vehicle speed. The power transmission path is automatically switched, that is, the transmission gear ratio (transmission gear stage) is automatically switched.

  Generally, a vehicle having an automatic transmission is provided with a shift lever operated by a driver, and a shift position (for example, a reverse travel position, a neutral position, a forward travel position) is set based on the shift lever operation. The automatic shift control is performed in the shift position set in this way (usually, in the forward travel position).

  In the forward drive position, a shift pattern set in advance according to the throttle opening (engine load) and the vehicle speed is used, and the shift gear stage is set according to the detected throttle opening and the vehicle speed, and the shift control is performed. Is running automatically. Normally, this shift pattern is set to tend to be upshifted as the throttle opening is smaller, provided that the vehicle speed is the same.

  By the way, in the forward travel position, for example, when you are approaching a curve while traveling on the uphill road at the 3rd speed, take your foot off the accelerator pedal before the curve and enter the curve in a decelerating state, and from the vicinity of the exit of the curve Generally, driving is performed by depressing the accelerator pedal again to accelerate.

  In such a case, in the normal shift pattern, when the foot is released from the accelerator pedal in front of the curve, the throttle opening becomes small and passes through the upshift line from the third speed to the fourth speed. An upshift to speed occurs. Next, by depressing the accelerator at the exit of the curve, the throttle opening becomes large and passes through the downshift line from the fourth speed to the third speed, so a downshift to the third speed occurs. In this downshift, since the driver is stepping on the accelerator, the throttle opening of the engine is opened, the engine torque is increased, and the downshift is performed to cause a large acceleration (not predicted by the driver). . The following patent documents disclose techniques that reflect the driver's intention of acceleration / deceleration as much as possible, or prevent a busy shift in which upshifts and downshifts are frequently repeated.

  Japanese Patent Laid-Open No. 10-306872 (Patent Document 1) discloses a vehicle downshift device that senses a driver's intention to decelerate and accelerate from an accelerator operation and downshifts an automatic transmission only during deceleration. This automatic downshift device for a vehicle is an automatic downshift device for a vehicle that downshifts an automatic transmission when the actual inter-vehicle distance between the host vehicle and a preceding vehicle traveling ahead is shorter than the target inter-vehicle distance based on the vehicle speed. An inter-vehicle distance detecting means for detecting the inter-vehicle distance between the own vehicle and the preceding vehicle, a vehicle speed detecting means for detecting the vehicle speed of the own vehicle, an accelerator operation detecting means for detecting the driver's accelerator operation, and an inter-vehicle distance detecting means. A controller that downshifts the automatic transmission when the detected value is less than the target inter-vehicle distance based on the vehicle speed and the accelerator operation detecting means detects an operation in the direction of returning the accelerator.

  According to this vehicle automatic downshift device, the controller detects when the detected value of the inter-vehicle distance detecting means is less than the target inter-vehicle distance based on the vehicle speed and the accelerator operation detecting means detects an operation in the direction of returning the accelerator, that is, At the same time as detecting the driver's intention to decelerate, the automatic transmission is downshifted to decelerate. That is, in the controller according to the present invention, when the detected value of the inter-vehicle distance detecting means is smaller than the target inter-vehicle distance based on the vehicle speed, the driver decelerates and is safe depending on whether or not the operation in the accelerator returning direction is performed. It is determined whether it is the distance between vehicles or whether acceleration for overtaking or overtaking is to be performed. When decelerating, that is, when the accelerator operation detecting means detects an operation in the direction of returning the accelerator, the automatic transmission Downshift. Therefore, deceleration by the automatic transmission is performed until the foot brake is depressed, and deceleration by the foot brake and automatic transmission is performed after the depression, and there is no response delay and safe and reliable braking is performed. On the other hand, when the accelerator operation detecting means does not detect an operation in the direction of returning the accelerator, it is determined that the driver is not decelerating but is performing acceleration for overtaking or overtaking. For this reason, acceleration becomes possible, and overtaking or the like can be performed without hindrance.

  Japanese Patent Laid-Open No. 11-166616 (Patent Document 2) discloses a control device for an automatic transmission that can solve the problem of busy shift and that improves the responsiveness to shifting to a predetermined gear position positively. Disclose. The automatic transmission control device includes a torque converter coupled to an output shaft of an engine, a gear transmission mechanism coupled to an output side of the torque converter and having a plurality of power transmission paths, a throttle opening, and a vehicle speed. Control means for determining a gear position and switching the power transmission path of the gear transmission mechanism to the determined gear position, and the control means shifts to a predetermined gear position when the throttle operation state is a predetermined return state. Is prohibited.

According to this automatic transmission control device, when the accelerator pedal is returned in a certain operation state, the throttle operation state is determined to be a predetermined return state, and a predetermined shift speed, for example, from the third speed to the fourth speed is determined. Even if the upshift line is exceeded, shifting to the fourth speed is prohibited. Then, when the accelerator pedal is depressed again, the throttle opening increases, so that the prohibition state for the fourth speed is released, and it meets the driver's request determined from the throttle opening and the vehicle speed at that time. Shift speed control is performed. When the accelerator pedal is returned, an operation that does not result in the predetermined operation state is performed, so that the predetermined speed, for example, the fourth speed is not prohibited. Shifting can be performed.
Japanese Patent Laid-Open No. 10-306872 JP-A-11-166616

  However, in the above-described patent document, control such as downshifting is performed based on the driver's operation of the accelerator pedal, but it is unclear whether or not the acceleration state is actually satisfied by the driver. That is, the driver depresses the accelerator pedal while predicting a certain degree of acceleration, but the problem in the case where only the acceleration feeling different from the prediction is obtained cannot be solved by the above-described patent document.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device for an automatic transmission that can actually generate an acceleration feeling requested by a driver. is there.

  According to a first aspect of the present invention, there is provided a control device for an automatic transmission, comprising: a detecting means for detecting an accelerator pedal operation of a driver of a vehicle; and a power corresponding to a depression amount of the accelerator pedal according to a predetermined first condition. Control means for controlling an automatic transmission mounted on the vehicle so as to perform an on-down shift, and after detecting an accelerator pedal operation or after performing a power-on down-shift according to the first condition, Determination means for determining whether or not it has been detected that the accelerator pedal has been returned within a predetermined time. The control means includes means for controlling the automatic transmission to perform a power-on downshift according to a second condition different from the first condition when the determination means determines that the accelerator pedal is returned. Including.

  According to the first aspect of the invention, first, a power-on downshift according to the amount of depression of the accelerator pedal is performed according to the first condition. As a result, the automatic transmission is downshifted and the vehicle is accelerated. If it is detected by the judging means that the accelerator pedal is returned within a predetermined time after the accelerator pedal operation is detected or the power-on downshift is performed according to the first condition, It can be determined that an acceleration greater than that predicted by the person has acted on the vehicle. For this reason, a downshift occurs in the control according to the first condition, but when the driver returns the accelerator pedal in this way, it indicates that the feeling of acceleration is too large, and it is determined that this downshift was not necessary. it can. For this reason, in such a case, the automatic transmission is controlled according to a second condition different from the first condition so that, for example, a downshift does not occur. This realizes the acceleration feeling required by the driver and prevents unnecessary downshifts. As a result, it is possible to provide a control device for an automatic transmission that can actually generate the feeling of acceleration required by the driver.

  A control device for an automatic transmission according to a second aspect of the invention is a monitoring means for imaging a driver of a vehicle and monitoring a driving situation of the driver, and a detecting means for detecting an accelerator pedal operation of the driver. And a control means for controlling the automatic transmission mounted on the vehicle so as to perform a power-on downshift according to the amount of depression of the accelerator pedal according to a predetermined first condition, and the first condition Whether or not the driver's head has moved backwards by a predetermined amount or more, a predetermined speed or more, or a predetermined acceleration or more by performing a power-on downshift according to Or determination means for determining whether or not the inclination of the neck of the driver has changed based on the information of the driver imaged by the monitoring means. When it is determined by the determining means that the driver's head has moved backward or the inclination of the driver's neck has changed, the first means Means are included for controlling the automatic transmission to perform a power-on downshift according to a second condition different from the condition.

  According to the second aspect of the invention, first, a power-on downshift according to the amount of depression of the accelerator pedal is performed according to the first condition. As a result, the automatic transmission is downshifted and the vehicle is accelerated. By performing a power-on downshift according to the first condition, the driver's head moves backward at a predetermined amount of movement, at a predetermined speed, or at a predetermined acceleration. If the determination means detects that the driver's neck has changed or the inclination of the driver's neck is changed, it can be determined that an acceleration greater than that predicted by the driver has acted on the vehicle. For this reason, a downshift occurs in the control according to the first condition. However, if the driver's head moves or the tilt of the neck changes in this way, the feeling of acceleration is too large. It can be determined that this downshift was not necessary. In other words, the driver is prepared for the acceleration of the vehicle by depressing the accelerator pedal, so the head moves if the driver feels only a feeling of acceleration that is predicted or smaller than predicted. It is difficult and the tilt of the neck is difficult to change. However, if the vehicle is accelerated more than expected and self-predicted, the head is large and moves fast or suddenly, or the driver's neck tilt is large and changes rapidly or suddenly. I'm sorry. For this reason, in such a case, the automatic transmission is controlled according to a second condition different from the first condition so that, for example, a downshift does not occur. This realizes the acceleration feeling required by the driver and prevents unnecessary downshifts. As a result, it is possible to provide a control device for an automatic transmission that can actually generate the feeling of acceleration required by the driver.

  In the control apparatus for an automatic transmission according to the third invention, in addition to the configuration of the first or second invention, the second condition is more difficult to downshift than the first condition, and the downshift amount is smaller. It is a small one.

  According to the third aspect, when the power-on downshift is performed according to the first condition, the control is switched so that the power-on downshift is performed according to the second condition when the acceleration experienced by the driver is too large. In the second condition, the automatic transmission is less likely to downshift and the amount of downshift is smaller than in the first condition. Therefore, when the automatic transmission is controlled under the second condition, the driver suddenly feels a large acceleration. No longer feel. Note that “difficult to downshift” means that in a stepped gear type automatic transmission having a plurality of (for example, 3 to 6) shift gears, it is difficult to shift from a high-speed gear to a low-speed gear. Means that. Also, the small amount of downshift means that, for example, in a belt-type continuously variable automatic transmission, the amount of gear ratio for downshifting from a high speed side gear ratio to a low speed side gear ratio is small, and the low speed side shift It means not to be a ratio.

  In the control device for an automatic transmission according to the fourth aspect of the invention, in addition to the configuration of the first or second aspect, the second condition is a condition that the downshift is not performed.

  According to the fourth aspect of the invention, since the downshift is not performed, the gear ratio does not become the low speed side, and the driver does not feel a feeling of acceleration that is too large.

  In addition to the configuration of any one of the first to fourth inventions, a control device for an automatic transmission according to a fifth invention is a navigation device that acquires information relating to the travel location of the vehicle, and information relating to the result of determination by the determination means Is further included with storage means for distinguishing and storing the location. The control means controls the automatic transmission based on the information stored in the storage means so as to perform a power-on downshift according to the second condition when the current position of the vehicle is stored. Including means.

  According to the fifth aspect of the invention, the vehicle position information specified by the navigation device is distinguished, and if the driver feels too much acceleration, the accelerator pedal can be returned immediately, or the driver's head can move large or suddenly. Remember what you did. Next time, when the accelerator pedal is depressed in the same manner, the automatic transmission is controlled under the second condition so that the driver can feel a comfortable acceleration feeling.

  A control device for an automatic transmission according to a sixth aspect of the invention includes a recognition unit for recognizing a driver of a vehicle and information on a result of determination by the determination unit in addition to the configuration of any one of the first to fourth aspects of the invention. Further includes storage means for distinguishing and storing the recognized driver. The control means controls the automatic transmission to perform a power-on downshift according to the second condition if the current driver is a stored driver based on the information stored in the storage means. Including means.

  According to the sixth invention, the feeling of acceleration differs depending on the driver's preference and skill level. Therefore, a driver | operator's reaction at the time of a power-on downshift according to 1st conditions is memorize | stored by discriminating a driver | operator by an identification means. The next time the driver drives the vehicle, the automatic transmission is controlled under the first condition or the second condition based on the stored information. Thus, even if the feeling of acceleration differs among individuals, the control of the automatic transmission is switched for each driver. Therefore, even if the driver is changed, the driver can feel an appropriate acceleration feeling.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A power train of a vehicle including a control device according to an embodiment of the present invention will be described. The control apparatus for an automatic transmission according to the present embodiment is realized by a program executed by an ECU (Electronic Control Unit) 1000 shown in FIG. In the present embodiment, the automatic transmission is described as an automatic transmission having a gear-type transmission mechanism that includes a torque converter as a fluid coupling. Note that the present invention is not limited to an automatic transmission having a gear-type transmission mechanism, and may be a continuously variable transmission such as a belt type.

  With reference to FIG. 1, a power train of a vehicle including a control device according to the present embodiment will be described. Specifically, the control device according to the present embodiment is realized by ECT (Electronic Controlled Automatic Transmission) _ECU 1020 shown in FIG.

  As shown in FIG. 1, the power train of this vehicle includes an engine 100, a torque converter 200, an automatic transmission 300, and an ECU 1000.

  The output shaft of engine 100 is connected to the input shaft of torque converter 200. Engine 100 and torque converter 200 are connected by a rotating shaft. Therefore, output shaft rotational speed NE (engine rotational speed NE) of engine 100 detected by the engine rotational speed sensor and input shaft rotational speed (pump rotational speed) of torque converter 200 are the same.

  The torque converter 200 has a lock-up clutch that directly connects the input shaft and the output shaft, a pump impeller on the input shaft side, a turbine impeller on the output shaft side, and a one-way clutch, and exhibits a torque amplification function. It consists of a stator. Torque converter 200 and automatic transmission 300 are connected by a rotating shaft. The output shaft rotational speed NT (turbine rotational speed NT) of the torque converter 200 is detected by a turbine rotational speed sensor. The output shaft rotational speed NOUT of the automatic transmission 300 is detected by an output shaft rotational speed sensor.

  Such an automatic transmission 300 includes a plurality of friction elements such as clutches and brakes. Based on a predetermined operation table, clutch elements (for example, clutches C1 to C4) that are friction elements, brake elements (for example, brakes B1 to B4), and one-way clutch elements (for example, one-way clutches F0 to F3) are required. The hydraulic circuit is controlled so as to be engaged and released corresponding to each gear stage. Shift positions (shift positions) of the automatic transmission 300 include a parking (P) position, a reverse travel (R) position, a neutral (N), and a forward travel (D) position.

  The ECU 1000 that controls these power trains includes an engine ECU 1010 that controls the engine 100 and an ECT_ECU 1020 that controls the automatic transmission 300.

  ECT_ECU 1020 receives a signal representing output shaft rotational speed NOUT detected by the output shaft rotational speed sensor. ECT_ECU 1020 receives an engine speed signal representing engine speed NE detected by the engine speed sensor from engine ECU 1010.

  These rotation speed sensors are provided to face the teeth of the rotation detection gear attached to the input shaft of torque converter 200, the output shaft of torque converter 200, and the output shaft of automatic transmission 300. These rotational speed sensors are sensors that can detect slight rotations of the input shaft of the torque converter 200, the output shaft of the torque converter 200, and the output shaft of the automatic transmission 300. This is a sensor using a magnetoresistive element.

  Further, ECT_ECU 1020 outputs an engine control signal (for example, a throttle opening signal) to engine ECU 1010, and engine ECU 1010 controls engine 100 based on the engine control signal and other control signals. ECT_ECU 1020 outputs a lockup clutch control signal for torque converter 200. Based on this lockup clutch control signal, the engagement pressure of the lockup clutch is controlled. The ECT_ECU 1020 outputs a solenoid control signal to the automatic transmission 300. Based on this solenoid control signal, the linear solenoid valve, the on-off solenoid valve, etc. of the hydraulic circuit of the automatic transmission 300 are controlled, and friction is established so as to constitute a predetermined shift gear stage (for example, first speed to fifth speed). The engagement element is controlled to be engaged and released.

  Further, the ECT_ECU 1020 receives a signal indicating the accelerator pedal position operated by the driver from the accelerator position sensor 2100, a signal indicating the current vehicle position from the navigation system 2200, and a signal from the in-vehicle camera 2300 to the driver's head. Part of the image signal or a signal after digitally processing the image signal is input. ECU 1000 has a memory in which various data and programs are stored.

  With reference to FIG. 2, a control structure of a program executed by ECT_ECU 1020 of ECU 1000 which is the control apparatus according to the present embodiment will be described.

  In step (hereinafter, step is abbreviated as S) 100, ECT_ECU 1020 recognizes the driver with indoor camera 2300. At this time, for example, image processing is performed on the in-vehicle camera 2300 side or the ECT_ECU 1020 side, the driver is identified from the captured head or face pattern recognition, and the driver identification information stored in the memory is read. At this time, the driver identification information is newly stored in the memory for the driver specified for the first time.

  At S200, ECT_ECU 1020 determines whether or not the accelerator is turned on from the accelerator pedal opening signal operated by the driver, based on the signal from accelerator opening sensor 2100. If the accelerator is turned on (YES in S200), the process proceeds to S300. Otherwise (NO in S200), this process ends.

  In S300, ECT_ECU 1020 acquires vehicle current position information from navigation system 2200. At S400, ECT_ECU 1020 determines whether or not a past log for the driver is stored in the memory for the current position acquired from navigation system 2200. If there is a past log (YES in S400), the process proceeds to S500. If not (NO in S400), the process proceeds to S600.

  In S500, ECT_ECU 1020 changes the control content so that downshift control different from normal downshift control is realized based on the past log stored in the memory, and executes downshift control. For example, specifically, the downshift is made difficult or the downshift amount is made small so that a large acceleration does not act on the vehicle due to the downshift. Further, at this time, a downshift prohibiting process may be executed. After the process of S500, this process ends.

  In S600, ECT_ECU 1020 performs normal downshift control. The normal downshift control is a shift map (represented by a vehicle speed and a throttle opening degree) stored in a memory, for example, a downshift shift line set so that a desired acceleration acts on the vehicle while improving fuel efficiency. ) Based on the shift control.

  In S700, ECT_ECU 1020 acquires information about the movement of the driver's neck from in-vehicle camera 2300. At this time, information obtained by image processing of digital image data obtained by imaging the driver's head or neck is acquired. Specifically, it is information on the movement of the driver's head or the tilt of the neck, and the amount of movement of the driver's head or the tilt of the neck after the accelerator is turned on from the off state. The amount of change, the moving speed of the head of the driver or the changing speed of the tilt of the neck, the moving acceleration of the driver's head or the changing acceleration of the tilt of the neck, and the like.

  At S800, ECT_ECU 1020 determines whether or not the driver has turned up based on the information about the neck movement acquired from in-vehicle camera 2300. Whether the driver is turning back is determined based on the above-described movement amount of the driver's neck, the movement speed of the driver's neck, the movement acceleration of the driver's neck, and the like. For example, if these movement amounts, movement speeds, and movement accelerations are larger than predetermined threshold values, it is determined that the driver has turned away. If it is determined that the driver has turned back (YES in S800), the process proceeds to S900. If not (NO in S900), the process proceeds to S1200.

  In S900, ECT_ECU 1020 determines whether or not the accelerator is immediately turned off. At this time, if the accelerator is turned off within a predetermined short time after detecting that the accelerator of S200 is turned on, it is immediately determined that the accelerator is turned off. In addition, when the accelerator is turned off during a short predetermined time from the start or completion of the downshift, it may be immediately determined that the accelerator is turned off. If the accelerator is immediately turned off (YES in S900), the process proceeds to S1000. If not (NO in S900), the process proceeds to S1200.

  In S1000, ECT_ECU 1020 determines that the driver did not intend to downshift at this location. That is, because the downshift was performed by stepping on the accelerator pedal, the feeling of acceleration was felt too much and the accelerator pedal was returned, so it can be determined that there was no intention to downshift at this location.

  At S1100, ECT_ECU 1020 stores the current position and no downshift intention information in the memory for each driver identification information as a past log.

  At S1200, ECT_ECU 1020 determines that the driver has an intention to downshift at this location. That is, acceleration was applied to the vehicle by stepping on the accelerator pedal and downshifting, but the acceleration feeling did not feel uncomfortable and the accelerator pedal was not returned, so the downshift intention at this place was It can be judged that there was.

  The operation of ECT_ECU 1020 that is the control device for the automatic transmission according to the present embodiment based on the above-described structure and flowchart will be described.

  When the driver is seated in the driver's seat of the vehicle and, for example, the ignition switch of the vehicle is turned on, the vehicle control system including the ECU 1000 is activated, and the driver is recognized by the in-vehicle camera 2300 (S100). Thereafter, current position information indicating the current position of the vehicle is input from the navigation system 2200 to the ECT_ECU 1020 until the ignition switch is turned off.

  If the driver depresses the accelerator pedal while the vehicle is traveling (YES in S200), the current position information of the vehicle is acquired from navigation system 2200 (S300). Hereinafter, the case where the past log is stored and the case where the past log is not stored will be described separately.

[No past log]
If a past log without intention of downshifting at this location is not stored in the memory for this driver (NO in S400), downshift control is executed based on the first downshift condition that is a normal downshift condition. (S600). By this downshift control, for example, a power-on downshift is performed from the fifth speed to the third speed based on the downshift line of the shift map defined by the throttle opening and the vehicle speed.

  Before and after downshifting, information on the movement of the driver's head or the change in the tilt of the neck is input from the in-vehicle camera 2300 to the ECT_ECU 1020 (S700), and the amount of movement of the driver's head, the driver's head The driver's head movement acceleration, or the driver's neck inclination change, the driver's neck inclination change speed, and the driver's neck inclination change acceleration Is judged whether or not (S800). The case where the driver leans back (YES in S800) is a case where the acceleration applied to the vehicle due to the downshift is too large, and the driver feels uncomfortable. Further, when the driver turns back and the accelerator is turned off immediately after the accelerator is turned on (after downshift and acceleration is generated) (YES in S900), the acceleration applied to the vehicle by the downshift is too large. The driver feels uncomfortable and immediately returns the accelerator pedal. In such a case, it is determined that there was no intention to downshift even if the driver requested acceleration (S1000), and this location and no downshift intention information are recorded for each driver identification information as a past log. It is stored in the memory (S1100).

  On the other hand, if the driver does not turn back (NO in S800), or if the driver does not return the accelerator pedal (YES in S800, NO in S900), the vehicle is downshifted. It is not the case where the applied acceleration is too large, and the driver does not memorize in the past log as not feeling uncomfortable.

[With past log]
If a past log with no intention of downshifting at this location is stored in the memory for this driver (YES in S400), downshift control is performed based on the past log under a second downshift condition different from normal. Or execute downshift prohibition control. The second downshift condition is to make it difficult to downshift, to reduce the amount of downshift, or to prevent a large acceleration from acting on the vehicle without downshifting. That is, normally, even when the throttle opening corresponding to the accelerator opening and the vehicle speed pass through the downshift line of the shift map, the normal downshift control is not executed.

  As described above, according to the ECT_ECU that is the control device for the automatic transmission according to the present embodiment, the first condition (ordinary power-on) is stored when the past log at the location is not stored for the driver. In accordance with the downshift condition), the downshift is performed based on the throttle opening corresponding to the amount of depression of the accelerator pedal. When the automatic transmission is downshifted, the vehicle accelerates. At this time, when the driver's head moves backward at a predetermined movement amount or more, at a predetermined speed or more, or at a predetermined acceleration or more (or more than a predetermined change amount). If the inclination of the driver's neck changes at a predetermined change speed or higher or a predetermined change acceleration or higher), it is determined that a larger acceleration than the driver predicted has acted on the vehicle. . When such a determination is made and the accelerator pedal is returned within a predetermined short time from the accelerator on or downshift, the driver feels uncomfortable greater acceleration than predicted by the driver, and the accelerator pedal is depressed. It can be determined that it has been returned. For this reason, a downshift occurs in the control according to the first condition. However, if the driver returns the accelerator pedal in this way, the acceleration feeling is too great, so it is determined that such a downshift was not necessary. Thereafter, the automatic transmission is controlled according to a second condition different from the first condition so that, for example, a rapid acceleration does not act on the vehicle. As a result, an acceleration feeling required by the driver is realized, and unnecessary downshifting is not performed. As a result, it is possible to provide a control device for an automatic transmission that can actually generate the acceleration feeling required by the driver.

  In the flowchart shown in FIG. 2, whether or not the driver has turned back based on the information on the movement of the head of the driver or the change in the tilt of the neck imaged by the in-vehicle camera, and the accelerator pedal is immediately Whether or not the driver intends to downshift is determined based on whether or not the vehicle has been returned, but the present invention is not limited to this. That is, any one of these may determine whether or not the driver intends to downshift. The first invention determines whether or not the driver intends to downshift based on whether or not the accelerator pedal is immediately returned. The second invention is imaged by the in-vehicle camera. Whether or not the driver is willing to downshift is determined based on whether or not the driver has turned back based on information related to the movement of the driver's head or the change in the tilt of the neck.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of a vehicle including a control device for an automatic transmission according to an embodiment of the present invention. It is a flowchart which shows the control structure of the program performed by ECU which is a control apparatus of the automatic transmission which concerns on embodiment of this invention.

Explanation of symbols

  100 engine, 200 torque converter, 300 automatic transmission, 1000 ECU, 1010 engine ECU, 1020 ECT_ECU, 2100 accelerator opening sensor, 2200 navigation system, 2300 in-vehicle camera.

Claims (3)

Detection means for detecting the accelerator pedal operation of the driver of the vehicle;
Monitoring means for imaging the driver and monitoring the driving situation of the driver;
In accordance with the first condition predetermined to perform a power-on down shift in response to the depression amount of the accelerator pedal, and control means for controlling an automatic transmission mounted on the vehicle,
After detecting the accelerator pedal operation or performing a power-on downshift according to the first condition, it is determined whether or not it is detected that the accelerator pedal is returned within a predetermined time. A first determination means;
By performing a power-on downshift according to the first condition, the driver's head is rearward at a predetermined movement amount or more, at a predetermined speed or more, or at a predetermined acceleration or more. And a second determination means for determining whether or not the driver's neck tilt has changed based on the information of the driver imaged by the monitoring means,
The control means determines that the accelerator pedal has been returned by the first determination means, and the second determination means determines that the driver's head is greater than the movement amount, greater than the speed, or greater than the acceleration. It moved rearward, or to come with the inclination of the neck portion of the driver is determined to have changed, the means for controlling the pre-Symbol automatic transmission according to a second condition different from the first condition seen including,
The second condition is a condition of performing a power-on downshift that is less likely to downshift than the first condition, a condition of performing a power-on downshift with a smaller downshift amount than the first condition, And a control device for an automatic transmission that is in one of the conditions that no power-on downshift is performed . The controller is
A navigation device for obtaining information on the travel location of the vehicle;
Storage means for distinguishing and storing the information related to the result of the determination by the determination means;
Said control means, based on the information stored in the storage means, to come to be a place where the current position of the vehicle is stored, for controlling the pre-Symbol automatic transmission in accordance with the second condition The control apparatus for an automatic transmission according to claim 1 , comprising: The controller is
Recognition means for recognizing the driver of the vehicle;
Storage means for distinguishing and storing the recognized driver information related to the result of determination by the determination means;
It said control means, based on the information stored in the storage means, to come to be the driver current of the driver is stored, for controlling the pre-Symbol automatic transmission in accordance with the second condition The control apparatus for an automatic transmission according to claim 1 , comprising:

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