JP4397364B2 - Transmission control device - Google Patents

Description

  The present invention relates to a transmission control device that shifts and transmits an output from a drive source to drive wheels.

  A lateral acceleration (hereinafter also referred to as “lateral G”) acts on the vehicle when turning. This lateral G is in inverse proportion to the turning radius in proportion to the square of the vehicle speed. If a large lateral G acts on the vehicle, the steering performance is deteriorated and safe driving becomes difficult. On the other hand, there is known a vehicle provided with a control device that detects the rotational speed of the wheel and calculates the lateral G, and limits the upshift of the transmission when the calculated lateral G exceeds a preset threshold. (For example, refer to Patent Document 1). By limiting the upshift of the transmission in this way, even if the accelerator pedal is depressed again at the end of turning, the kickdown is not performed, so the upshift of the shift is frequently performed in a short period of time. In this case, the driving force for acceleration can be obtained immediately without kicking down, and stable running can be achieved.

JP 2000-46174 A

  However, the conventional control device is used when such a wheel has a speed difference (differential rotation) due to a difference in air pressure, width, or diameter between the wheels, such as when puncture or temper tires are mounted. Since the lateral G is calculated with reference to the rotation speed, there is a possibility that it is erroneously determined that the lateral G exceeding the threshold is acting even during straight running. As a result, upshifts are constantly restricted during traveling, which may lead to deterioration in fuel consumption. In addition, there is known a drive source configured to assist cooling with fuel when the engine speed increases. For example, in a vehicle provided with such a drive source, combustion continues due to continued upshift restrictions. The residual amount of unburned gas in the room may increase, and the components contained in the exhaust gas may deteriorate. In addition, a sensor for detecting the rotational speed of the wheel is provided to calculate the lateral G, but there is a possibility that a similar problem may occur even when this sensor fails. In order to avoid this, it is necessary to provide a dedicated device for detecting a failure of the sensor, which may increase the cost.

  In view of such a problem, the present invention eliminates the erroneous determination that the lateral G is acting in the transmission control device that performs the shift control by calculating the lateral G acting on the vehicle, thereby reducing the cost. It is an object of the present invention to provide a control device for the illustrated transmission.

  In order to achieve the above object, a transmission control device according to the present invention is provided in a vehicle including a transmission that shifts and transmits an output from a drive source to left and right drive wheels. In a transmission control apparatus configured to perform shift control based on wheel information of a driven wheel, first drive wheel speed detecting means for detecting a rotation speed of a left drive wheel, and a rotation speed of a right drive wheel Second driven wheel speed detecting means for detecting the first driven wheel speed detecting means for detecting the rotational speed of the left driven wheel, second driven wheel speed detecting means for detecting the rotational speed of the right driven wheel, Output speed detection means for detecting the output speed of the transmission; drive wheel speed difference calculation means for calculating the speed difference between the left and right drive wheels based on the rotational speeds detected by the first and second drive wheel speed detection means; The first and second driven wheel speed detecting means Driven wheel speed difference calculating means for calculating the speed difference between the left and right driven wheels based on the determined rotational speed, and wheel information determination for determining whether the wheel information of the left and right drive wheels and the left and right driven wheels is normal It consists of means. Then, the wheel information judging means determines whether or not the difference between the average value of the rotational speeds detected by the first and second driving wheel speed detecting means and the output speed detected by the output speed detecting means is within a predetermined range. First judgment means for judging and second judgment for judging whether or not the difference between the speed difference calculated by the driving wheel speed difference calculating means and the speed difference calculated by the driven wheel speed difference calculating means is within a predetermined range. The wheel information is normal when the first determining means determines that the speed difference is within a predetermined range and the second determining means determines that the speed difference is within the predetermined range. It is configured to judge. And when it is judged by this wheel information judging means that wheel information is normal, it is preferred that it is permitted to perform shift control based on the lateral acceleration acting on the vehicle.

  Further, when the wheel information determining means determines that the wheel information is normal, the lateral acceleration calculating means for calculating the lateral acceleration acting on the vehicle based on the wheel information, and the lateral acceleration calculating means A lateral acceleration judging means for judging whether or not the lateral acceleration exceeds a threshold value, and limiting the upshift of the transmission when the lateral acceleration judging means judges that the lateral acceleration exceeds the threshold value. It is preferable that the apparatus includes an upshift limiting unit.

  At this time, the lateral acceleration storage means for storing the lateral acceleration calculated by the lateral acceleration judgment means and the lateral acceleration when the lateral acceleration judgment means determines that the lateral acceleration exceeds the threshold value An operation unit that stops when the acceleration determination unit determines that the lateral acceleration does not exceed the threshold, and whether the operation unit is operating when the wheel information determination unit determines that the wheel information is not normal. A lateral acceleration stored in the lateral acceleration storage means by the lateral acceleration judgment means when the actuation determining means determines that the actuation means is operating. It is preferable to be configured to determine whether or not the threshold value exceeds a threshold value.

  It is to be noted that when the wheel information determination means determines that the wheel information is normal, the operation is stopped when the wheel acceleration determination means determines that the lateral acceleration does not exceed the threshold, and the wheel information determination. And the operation determining means for determining whether or not the operating means is operating when it is determined that the wheel information is not normal. The operation determining means determines that the operating means is operating. Sometimes, the lateral acceleration may be calculated by the lateral acceleration calculating means, and it may be determined whether or not the lateral acceleration exceeds a threshold value by the lateral acceleration determining means.

  According to the transmission control apparatus of the present invention configured as described above, the first determination means for comparing the average value of the rotational speed of the drive wheel and the output speed of the transmission, the speed difference of the drive wheel and the driven wheel The wheel information determining means for determining whether the wheel information is normal or not is constituted by the second determining means for comparing the speed difference between the two. Here, when both the first and second driving wheel speed detecting means are operating normally, the difference between the average value of the rotational speeds of the driving wheels and the output speed of the transmission is substantially the same. In addition, the driving wheel speed detecting means is normal in this way, both the first and second driven wheel speed detecting means are operating normally, and the air pressure is set appropriately for both the driving wheel and the driven wheel. When the diameter and width are the same, the difference between the speed difference of the driving wheel and the speed difference of the driven wheel substantially coincides. Therefore, the first and second determination means can determine whether or not the wheel information of each of the driving wheel and the driven wheel is normal, and the control device can control the operation of the transmission according to the determination result. Therefore, the performance of the control device can be improved. In addition, since it is possible to detect whether or not the first and second driving wheel speed detecting means and the first and second driven wheel speed detecting means are operating normally, it is not necessary to provide a dedicated failure detecting device, and cost can be reduced. Reduction is achieved.

  And, in the present invention, when the wheel information determining means determines that the wheel information is normal, the shift control based on the lateral acceleration is allowed, and at the time of puncture or temper tire mounting, It is not erroneously determined that lateral acceleration is acting on the vehicle, and shift control is not performed, so that exhaust gas components and fuel consumption can be improved.

  Further, when the wheel information determination means determines that the wheel information is normal, it calculates a lateral acceleration, determines whether the calculated lateral acceleration exceeds a threshold value, and the lateral acceleration is a threshold value. If it is configured to limit the upshift of the transmission if it exceeds, when the wheel information is normal, accurate lateral acceleration can be calculated, so shift control corresponding to the lateral acceleration can be performed reliably. When the large lateral acceleration is acting on the vehicle, the upshift can be limited to achieve stable running.

  Furthermore, if the lateral acceleration is determined to exceed the threshold, the operation means is activated and stopped if it is determined not to exceed the threshold, and the operation means is activated if the wheel information is determined not to be normal. If it is determined by the operation determination means that the operation means is operating, it is determined that the threshold value has been exceeded in the previous control and the upshift is limited. When the wheel information is judged to be normal and the wheel information is momentarily judged to be abnormal due to a sudden idling or the like when the shift control that restricts the upshift is performed. Can be mentioned. In the present invention, the lateral acceleration calculated when the wheel information is determined to be normal is stored, and when the operation determining means determines that the operating means is operating, the stored lateral direction is stored. Shift control is performed based on the acceleration. For this reason, even if the wheel information becomes unexpectedly abnormal when the shift control that restricts the upshift is performed, the shift control that restricts the upshift is continuously performed, and the side effect acting on the vehicle is Shift control corresponding to the direction acceleration can be performed more reliably.

  It is to be noted that when the wheel information determination means determines that the wheel information is normal, the operation means stops when the wheel acceleration determination means determines that the lateral acceleration does not exceed the threshold, and the wheel information includes If it is determined that the actuating means is actuated when it is determined that the actuating means is actuated when it is determined that the actuating means is actuated, it is the same as described above. In addition, there is a case where the wheel information is unexpectedly changed to a normal state when the shift control for limiting the upshift is being performed. In the present invention, when it is determined by the operation determining means that the operating means is operating, the lateral acceleration is newly calculated, and the shift control is performed based on the lateral acceleration. For this reason, even if the wheel information is unexpectedly abnormal when the shift control that restricts the upshift is performed, the shift control based on the lateral acceleration can be continuously performed, which is applied to the vehicle. The shift control corresponding to the lateral acceleration can be performed more reliably.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a power train PT of a four-wheeled vehicle provided with a transmission control device according to the present invention. The power train PT is composed of a hybrid drive source PW composed of an engine E and an electric motor M, and a transmission TM provided between the drive source PW and the drive wheels DRW. This vehicle is a front drive type, and two wheels, a front left wheel Wa and a front right wheel Wb, are driving wheels DRW, and two wheels, a rear left wheel Wc and a rear right wheel Wd, are driven wheels DNW.

  The engine E is a four-cylinder reciprocating engine using gasoline as fuel, and pistons are arranged inside four cylinder chambers 11, 11,... Formed in the cylinder block 10. The engine E includes an intake / exhaust control device 12 that performs intake / exhaust control for each cylinder chamber 11, and a fuel injection / ignition control device 13 that performs fuel injection control and injection fuel ignition control for each cylinder chamber 11. . The electric motor M is disposed on the output shaft Es of the engine E, and is driven by an in-vehicle battery to assist the driving force of the engine E. When the vehicle decelerates, the electric motor M generates electric power by rotational driving from the wheel side. Charge the battery.

  The transmission TM includes a metal V-belt mechanism 20 disposed between the input shaft 1 and the counter shaft 2, a forward / reverse switching mechanism 30 disposed on the input shaft 1, and a counter shaft 2. The continuously variable transmission includes a start clutch 5 and a reduction gear train 6 to 8 connected to the start clutch 5. The input shaft 1 is connected to the output shaft Es of the engine E through a coupling mechanism CP. The counter shaft 2 and the idle shaft 7 of the reduction gear train are arranged in parallel with the input shaft 1.

  The metal V belt mechanism 20 includes a driving pulley 21 disposed on the input shaft 1, a driven pulley 26 disposed on the counter shaft 2, and a metal V wound between the pulleys 21 and 26. Belt 25. The driving pulley 21 includes a fixed pulley half 22 fixed on the input shaft 1 and a movable pulley half 23 that can move relative to the fixed pulley half 22 in the axial direction. On the side of the movable pulley half 23, a drive side cylinder chamber 24 is formed surrounded by a cylinder wall 23a. The movable pulley half 23 moves in the axial direction according to the hydraulic pressure of the hydraulic oil supplied to the drive side cylinder chamber 24. The driven pulley 26 includes a fixed pulley half 27 fixed to the counter shaft 2 and a movable pulley half 28 that can move relative to the fixed pulley half 27 in the axial direction. A driven cylinder chamber 29 is formed on the side of the movable pulley half 28 surrounded by a cylinder wall 28a. The movable pulley half 28 moves in the axial direction according to the hydraulic pressure of the hydraulic oil supplied to the driven side cylinder chamber 29. By controlling the hydraulic pressure of the hydraulic oil supplied to both cylinder chambers 24 and 29, the pulley groove widths of both pulleys 21 and 26 change, the winding radius of the metal V-belt 25 changes, and the gear ratio is stepless. Can be changed.

  The forward / reverse switching mechanism 30 includes a planetary gear mechanism, and includes a sun gear 31 coupled to the input shaft 1, a ring gear 32 coupled to the fixed pulley half 22, a carrier 33 that can be fixedly held by a reverse brake 37, and a sun gear. 31 and a forward clutch 35 capable of connecting the ring gear 32 to each other. When the forward clutch 35 is engaged, all the gears 31 to 33 rotate integrally with the input shaft 1, and the drive pulley 21 is rotationally driven in the same direction (forward direction) as the input shaft 1 by driving the engine E. On the other hand, when the reverse brake 37 is engaged, the carrier 33 is fixed and held, so that the ring gear 32 is driven in a direction opposite to that of the sun gear 31, and the driving pulley 21 is driven in the direction opposite to that of the input shaft 1 by driving of the engine E. It is driven to rotate in the reverse direction.

  The starting clutch 5 is a hydraulic clutch that controls power transmission between the counter shaft 2 and the reduction gear trains 6 to 8, and the output generated on the counter shaft 2 is transmitted at a transmission rate according to the engaged state. To ~ 8. When the starting clutch 5 is engaged, the output from the engine E that has been shifted by the metal V-belt mechanism 20 is transmitted to the reduction gear trains 6 to 8, decelerated by the reduction gears 6 to 8, and transmitted to the differential mechanism 9. The The differential mechanism 9 divides the transmitted output into left and right and transmits the output to the driving wheel DRW via the left and right axle shafts 9a and 9b.

  In such a transmission TM, transmission control is performed by pulley control hydraulic pressures Pdr and Pdn supplied from the electromagnetic control valve CV to the cylinder chambers 24 and 29 of the pulleys 21 and 26 through the oil passages 41 and 42, respectively. The forward / reverse switching control is performed by the forward / reverse control hydraulic pressure supplied to the forward clutch 35 and the reverse brake 37 via the oil passage that is not performed, and the starting clutch engagement control is performed by the clutch control hydraulic pressure PCL supplied via the oil passage 43. Done.

  Various sensors are disposed in the vehicle. For example, as shown in FIG. 1, a drive-side pulley rotational speed sensor 51 that is attached in the vicinity of the drive-side pulley 21 and detects the rotational speed Ndr of the drive-side pulley 21 and a drive-side pulley that is attached in the vicinity of the driven pulley 26. A driven pulley rotational speed sensor 52 that detects the rotational speed Ndn of the pulley 26 and an output speed sensor 53 that is attached in the vicinity of the final gear 8b constituting the reduction gear trains 6 to 8 and detects the output speed VTM of the transmission TM. And are provided. By this output speed sensor 53, the output speed VTM immediately before being divided by the differential mechanism 9 is detected.

  Further, a first driving wheel rotational speed sensor 54 that is attached in the vicinity of the front left wheel Wa and detects the rotational speed Nwa of the front left wheel Wa, and a rotational speed Nwb of the front right wheel Wb that is attached in the vicinity of the front right wheel Wb. A second driving wheel rotational speed sensor 55 for detecting, a first driven wheel rotational speed sensor 56 for detecting the rotational speed Nwc of the rear left wheel Wc attached in the vicinity of the rear left wheel Wc, and a part of the rear right wheel Wd. And a second driven wheel rotational speed sensor 57 for detecting the rotational speed Nwd of the rear right wheel Wd.

  The vehicle is provided with a control device 60 that controls the operation of the drive source PW, the transmission TM, and the like. The control device 60 receives detection signals from the sensors 51 to 57 and signals indicating the engine state such as the engine rotational speed Ne and the opening degree θTH of a throttle valve provided in the intake / exhaust control device 12. The control device 60 determines the vehicle state based on the input signal and outputs an operation control signal. The control device 60 is configured to perform operation control of the drive source PW, such as outputting an operation control signal to the electric motor M to perform driving force assist by the electric motor M. Further, the operation control signal is output to the solenoid of the electromagnetic control valve CV to control the operation of the electromagnetic control valve CV, thereby setting the pulley control hydraulic pressures Pdr and Pdn, the forward / reverse switching control hydraulic pressure, and the clutch control hydraulic pressure PCL. The operation of the transmission TM is controlled, for example, by adjusting the output transmitted from the source PW to the drive wheels DRW.

  The control device 60 is provided with a timer 61 and a memory 62. The memory 62 stores engine information such as the engine rotational speed Ne and throttle valve opening θTH, driving operation information such as the shift lever position, accelerator pedal opening, and steering angle of the steering wheel, and rotational speeds of the front and rear wheels Wa to Wd. Maps for determining pulley control oil pressures Pdr, Pdn, clutch control oil pressure PCL, and the like according to wheel information such as Nwa to Nwd are stored in advance. Further, such a map is stored for each of a plurality of shift modes set in advance according to the vehicle state. For example, apart from the shift mode during normal travel, a shift mode during travel on a road surface with a small friction coefficient, a shift mode during travel when a large lateral G acts on the vehicle, etc. are set. A map for determining the pulley control oil pressures Pdr and Pdn, the clutch control oil pressure PCL and the like is stored for each of the shift modes.

  Next, processing performed by the control device 60 will be described with reference to FIG. This process is repeatedly performed every predetermined time (for example, 10 msec). Further, this process is performed during traveling such as when the shift lever is located in the traveling range.

  First, it is determined whether or not the absolute value of the difference between the output speed VTM of the transmission TM and the rotational speeds Nwa and Nwb of the front wheels Wa and Wb is within a preset predetermined range (for example, 3.5 km / h or less). (Step S1). In performing this processing, the control device 60 determines both rotational speeds Nwa, Nwb based on the rotational speeds Nwa, Nwb of the front left wheel Wa and the front right wheel Wb detected by the first and second drive wheel rotational speed sensors 54, 55. Is calculated in advance ((Nwa + Nwb) / 2). The control device 60 calculates the difference between the average value of the rotational speeds Nwa and Nwb and the output speed VTM detected by the output speed sensor 53, and determines whether or not the difference is within a predetermined range.

  If it is determined in step S1 that the speed difference is within a predetermined range, the absolute value of the difference between the speed difference between the front wheels Wa and Wb and the speed difference between the rear wheels Wc and Wd is within a predetermined range ( It is determined whether or not the vehicle is at 2.5 km / h or less (step S2). In performing this process, the control device 60 determines the speed difference between the front wheels Wa and Wb based on the rotational speeds Nwa and Nwb of the front left wheel Wa and the front right wheel Wb detected by the first and second drive wheel rotational speed sensors 54 ( Nwa−Nwb) is calculated in advance, and the speed difference (Nwc) between the front wheels Wc and Wd is calculated based on the rotational speeds Nwc and Nwd of the rear left wheel Wc and the rear right wheel Wd detected by the first and second driven wheel rotational speed sensors 54. -Nwd) is calculated in advance.

  The speed difference is calculated by associating the left and right of the front wheels Wa and Wb and the rear wheels Wc and Wd. That is, when the speed difference between the front wheels Wa and Wb is calculated by taking the difference between the rotation speed Nwb of the front right wheel Wb and the rotation speed Nwb of the front left wheel Wa as described above (Nwa−Nwb), Wc and Wd are also calculated by taking the difference of the rotational speed Nwd of the rear right wheel Wd with respect to the rotational speed Nwc of the rear left wheel Wc (Nwc−Nwd). When the difference between the speeds of the front wheels Wa and Wb is calculated by taking the difference of the rotational speed Nwa of the front left wheel Wa from the rotational speed Nwb of the front right wheel Wb (Nwb−Nwa), the rear wheels Wc and Wd This is also calculated by taking the difference between the rotational speed Nwd of the rear right wheel Wd and the rotational speed Nwc of the rear left wheel Wc (Nwd−Nwc).

  Here, when the first and second drive wheel rotational speed sensors 54 and 55 of the front wheels Wa and Wb are operating normally, the rotational speed Nwa of the front left wheel Wa and the rotational speed Nwb of the front right wheel Wb are respectively The difference from the output speed VTM of the transmission TM immediately before being divided by the mechanism 9 is almost the same and falls within a predetermined numerical range. Accordingly, when the difference between the average value of both the rotational speeds Nwa and Nwb and the output speed VTM deviates from such a predetermined range, at least one of the first and second drive wheel rotational speed sensors 54 and 55 fails. For example, a case where a normal detection signal is not input to the control device 60 is given. Therefore, in step S1, it is possible to determine whether or not the first and second drive wheel rotational speed sensors 54 and 55 are normal by setting an appropriate numerical value range in advance. In the present configuration example, a detector for detecting a failure of the output speed sensor 53 is provided as in the prior art. With this detector, the transmission TM that is input to the control device 60 in advance before performing this processing is provided. It is guaranteed that the output speed VTM is a normal value.

  In addition, the front wheels Wa and Wb and the rear wheels Wc and Wd each cause a speed difference between the left and right when making a turn. If a speed difference is generated according to the curvature (turning radius) of the traveling path, the left and right are supported. Thus, the calculated speed difference between the front wheels Wa and Wb and the speed difference between the rear wheels Wc and Wd substantially coincide with each other and fall within a predetermined numerical range. Therefore, when it is determined that the rotational speeds Nwa and Nwb input from the first and second drive wheel rotational speed sensors 54 and 55 are normal, the speed difference between the front wheels Wa and Wb and the rear wheels Wc, When the difference from the speed difference of Wd deviates from the predetermined numerical range, when at least one of the front and rear wheels Wa to Wd is not at an appropriate air pressure due to puncture, when wearing a temper tire, An example is when at least one of the first and second driven wheel rotation speed sensors 56 and 57 fails and a normal detection signal is not input to the control device 60. For this reason, in step S2 performed after it is determined in step S1 that the first and second drive wheel rotational speed sensors 54 and 55 are normal, by setting an appropriate numerical range in advance, the front and rear wheels Wa It can be determined whether or not Wd and the first and second driven wheel rotational speed sensors 56 and 57 are normal. As described above, whether or not the wheel information of the front and rear wheels Wa to Wd is normal is determined by steps S1 and S2.

  If it is determined in steps S1 and S2 that both are within the predetermined range, that is, if it is determined that the wheel information is normal, the lateral G is calculated based on the wheel information (step S3). The lateral G acts on the vehicle when turning, and is inversely proportional to the turning radius in proportion to the square of the speed. The control device 60 calculates the lateral G acting on the vehicle based on the rotational speeds Nwc, Nwd of the rear wheels Wc, Wd detected from the first and second driven wheel rotational speed sensors 56, 57. Next, the calculated lateral G is stored in the memory 62 (step S4). This process is repeated every predetermined time, but the horizontal G stored in the memory 62 in the process before the previous time is rewritten to the horizontal G calculated this time.

  Further, it is determined whether or not the calculated lateral G exceeds a threshold value (step S5). When the curvature of the traveling road increases and a predetermined lateral G acts, the driver tends to reduce the accelerator pedal opening in order to ensure steering performance. In general, in normal shift control, an upshift (off-up) is performed by returning the accelerator pedal. Further, when the accelerator pedal is depressed for acceleration from an accelerator-off state, a downshift (kick-down) is performed to obtain a large driving force. For this reason, when the accelerator pedal is returned to turn on a road with a large curvature and the accelerator pedal is stepped on again after this turn, the kick-down is performed again from the off-up state, and the shift is increased in a short period of time. There is a risk that down will occur frequently and drivability will deteriorate. Further, since the downshift is performed from the off-up state, it may take time until the driving force desired by the driver is obtained. In the memory 62, threshold values that may cause such problems are set and stored in advance. This threshold value is a variable according to the vehicle speed, and a table for obtaining this threshold value according to the output speed VTM is stored in advance in the memory 62. In step S5, a threshold value is obtained from this table in advance based on the output speed VTM of the transmission TM input from the output speed sensor 53.

  If it is determined in step S5 that the lateral G exceeds the threshold value, the timer 61 is started (step S6). Then, an operation control signal is output to the electromagnetic control valve CV, the pulley control hydraulic pressures Pdr and Pdn are set and controlled, and the upshift of the transmission TM is limited (step S7). Due to the restriction of the upshift, unlike the operation control of the transmission TM during normal travel, the shift is not shifted to the overdrive side from the predetermined pulley ratio value regardless of the change in the accelerator pedal opening. In other words, the shift mode during normal travel is shifted to the inherent shift mode when the lateral G is acting. When step S7 is performed, the lateral G calculated in the current process is stored in the memory 62, and the series of processes ends with the timer 61 operating.

  If it is determined in any one of steps S1 and S2 that it is not within the predetermined range, that is, if it is determined that the wheel information is not normal, it is determined whether or not the timer 61 is operating (step S11). When it is determined that the timer 61 is stopped, the upshift restriction performed in step S7 is not performed, and the operation control of the transmission TM is performed in the shift mode during normal travel (step S11). The process ends.

  If it is determined in step S11 that the timer 61 is operating, the lateral G stored in the previous process is read from the memory 62 (step S21), and the process proceeds to step S5. When step S21 is thus performed, it is determined in step S5 whether or not the lateral G read from the memory 62 exceeds a threshold value.

  If it is determined in step S5 that the lateral G is equal to or smaller than the threshold value, the timer 61 is stopped (step S22), and the operation control of the transmission TM is performed in the shift mode during normal travel (step S11). This process ends.

  As described above, according to the control device 60 of the present configuration example, the operation control of the transmission TM is performed in different shift modes depending on the size of the lateral G acting on the vehicle. Before determining whether the lateral G exceeds the threshold value, determining whether the difference between the output speed VTM of the transmission TM and the rotational speed of the front wheels Wa, Wb is within a predetermined range; It is determined whether or not the difference between the speed difference between the front wheels Wa and Wb and the speed difference between the rear wheels Wc and Wd is within a predetermined range.

  For this reason, when there is a speed difference between the left and right drive wheels Wa and Wb or between the left and right driven wheels Wc and Wd, such as when puncture or temper tires are mounted, it is determined that the wheel information is not normal, and the lateral G And whether the calculated lateral G exceeds the threshold value is not determined, and shift control during normal travel is performed. As a result, the upshift is not always limited due to erroneous determination in the above case, and the fuel consumption and exhaust gas components are improved. In addition, when any of the driving wheel and driven wheel rotational speed sensors 54 to 57 fails and the detection signal is not normally input to the control device 60, it is determined that the wheel information is not normal. There is no need to provide a dedicated device for detecting a failure, and the cost can be reduced. On the other hand, when the wheel information is normal, an accurate lateral G can be calculated, and shift control corresponding to the size of the lateral G is performed. When the lateral G is large, stable traveling is achieved, and the lateral G When is small, appropriate shift control is performed without causing deterioration of fuel consumption.

  Further, when it is determined that the wheel information is normal, the calculated lateral G is stored in the memory 62. When it is determined that the lateral G exceeds the threshold value, the timer 61 is activated, and the next process is started while the timer 61 is activated. If it is determined that the lateral G is equal to or less than the threshold value, the timer 61 is stopped and the next process is started. If it is determined that the wheel information is not normal, it is determined whether or not the timer 61 is operating. If it is operating, it is determined whether or not the lateral G stored in the memory 62 exceeds the threshold value. Is done.

  At this time, if the timer 61 is operating, it is determined that the wheel information is normal and the lateral G exceeds the threshold value in the previous processing, and at the time of the current processing, This is when it is determined that the wheel information is not normal instantaneously, such as floating or idling in any of the front and rear wheels Wa to Wd. On the other hand, if the timer 61 is stopped, it is determined that the wheel information is normal and the lateral G is equal to or less than the threshold value in the previous process such as straight running, and the wheel information is instantaneously displayed. It is when it is determined that it is not normal, or at the time of puncture, temper tire wearing, or sensor failure.

  Whether or not the lateral G exceeds the threshold value and the upshift restriction is performed and the idling or the like occurs unexpectedly, whether or not the threshold value is exceeded with reference to the lateral G stored in the memory 62. Judgment can be continued. Thereby, the controllability when the large lateral G is acting on the vehicle is improved, and the shift control corresponding to the lateral G can be more reliably performed.

  Next, a modified example of processing performed by the control device 60 will be described with reference to FIG. The process shown in FIG. 3 is also repeatedly performed at predetermined intervals during travel, as in the process shown in FIG.

  First, the same determination as in step S1 is performed (step S51). If it is determined in step S51 that the speed difference is within the predetermined range, the same determination as in step S2 is performed (step S52). Also in this process, whether or not the wheel information is normal is determined in steps S51 and S52.

  When it is determined that the wheel information is normal in steps S51 and S52, the timer 61 is started (step S53), the lateral G is calculated (step S54), and whether or not the calculated lateral G exceeds the threshold value. Is determined (step S55). Thus, in this process, the timer 61 is started before the lateral G is calculated.

  If it is determined in step S55 that the lateral G exceeds the threshold value, the transmission TM is controlled in the same manner as in step S7 (step S56), and the series of processing ends with the timer 61 operating. To do.

  If it is determined in steps S51 and S52 that the wheel information is not normal, it is determined whether or not the timer 61 is operating (step S61). If it is determined that the timer 61 is stopped, the operation control of the transmission TM is performed in the same manner as in step S12 (step S62), and the series of processes is completed. If it is determined that the timer 61 is operating, the process proceeds to step S54, the lateral G is calculated, and the determination process of step S55 is performed.

  If it is determined in step S55 that the lateral G is equal to or less than the threshold value, the timer 61 is stopped (step S71), and the transmission TM is controlled in the same manner as in step S12 (step S62). The process ends.

  As described above, in the process shown in FIG. 3 as well, as in the process shown in FIG. 2, it is determined whether or not the wheel information is normal. Thus, the operation control of the transmission TM is performed in different shift modes, and if it is determined that the transmission is not normal, the shift control during normal traveling is performed. Thereby, as with the process shown in FIG. 2, the fuel efficiency is improved and the cost is reduced.

  When it is determined that the wheel information is normal, the timer 61 is started, and when it is determined that the lateral G exceeds the threshold value, the next process is started while the timer 61 is operating. If it is determined that the lateral G is equal to or less than the threshold value, the timer 61 is stopped and the next process is started. When it is determined that the wheel information is not normal, it is determined whether or not the timer 61 is operating. At this time, if the timer 61 is operating, it is determined that the wheel information is normal and the lateral G exceeds the threshold value in the previous processing, and at the time of the current processing, It is when it is determined that the wheel information is not normal, such as when the front and rear wheels Wa to Wd are floated or slipping, and then the lateral G is calculated and whether the calculated lateral G exceeds the threshold value. It is determined whether or not. As a result, as in the process shown in FIG. 2, the controllability when a large lateral G acts on the vehicle is improved, and the shift control corresponding to the lateral G can be performed more reliably.

  The transmission control device according to the present invention is not limited to the configuration of the above embodiment. For example, step S1 and step S2 may be reversed. The control device 60 is configured to control the unexpected idling using the timer 61. However, the device used at this time is not limited to the timer 61, and can be electrically controlled. As long as it can be electrically determined whether or not it is operating, any device may be used. Further, the process of stopping the timer 61 (steps S22 and S71) is omitted, and the timer 61 is configured to automatically stop when a predetermined time elapses after the operation. You may try to avoid frequent switching.

  Further, as the transmission TM, a continuously variable transmission (CVT) provided with the metal V-belt mechanism 20 is illustrated, but for example, a transmission of another form such as an automatic transmission configured with a transmission gear. Even if it exists, it is applicable similarly. Although a front drive type vehicle has been illustrated, the rear wheels Wc and Wd may be used as the drive wheels DRW. Furthermore, although the hybrid type drive source PW comprised of the reciprocating engine E and the electric motor M that use gasoline as fuel is illustrated, other types of drive sources such as a compressed natural gas vehicle, a fuel cell vehicle, and an electric vehicle are used. The present invention can be applied in the same manner.

It is a block diagram of the vehicle provided with the control apparatus of the transmission which concerns on this invention. It is a flowchart which shows the processing content performed by the control apparatus of the transmission which concerns on this invention. It is a flowchart which shows the example of a change of the said processing content.

Explanation of symbols

PW Drive source TM Transmission DRW (Wa, Wb) Drive wheel DNW (Wc, Wd) Driven wheel 20 Metal V-belt mechanism 53 Output speed sensor 54 First drive wheel rotational speed sensor 55 Second drive wheel rotational speed sensor 56 First Driven wheel rotation speed sensor 57 Second driven wheel rotation speed sensor 60 Controller 61 Timer 62 Memory

Claims (3)

Provided in a vehicle having a transmission that shifts and transmits the output from the drive source to the left and right drive wheels, and is configured to perform shift control based on the wheel information of the left and right drive wheels and the left and right driven wheels. In the transmission control device,
First driving wheel speed detecting means for detecting the rotational speed of the left driving wheel;
Second driving wheel speed detecting means for detecting the rotational speed of the right driving wheel;
First driven wheel speed detecting means for detecting the rotational speed of the left driven wheel;
Second driven wheel speed detecting means for detecting the rotation speed of the right driven wheel;
Output speed detecting means for detecting the output speed of the transmission;
Driving wheel speed difference calculating means for calculating a speed difference between the left and right driving wheels based on the rotational speed detected by the first and second driving wheel speed detecting means;
Driven wheel speed difference calculating means for calculating a speed difference between the left and right driven wheels based on the rotational speed detected by the first and second driven wheel speed detecting means;
Wheel information determination means for determining whether or not the wheel information of the left and right drive wheels and the left and right driven wheels is normal,
Whether or not the wheel information judging means has a difference between an average value of the rotational speeds detected by the first and second driving wheel speed detecting means and an output speed detected by the output speed detecting means within a predetermined range. A first determination means for determining whether the difference between the speed difference calculated by the driving wheel speed difference calculation means and the speed difference calculated by the driven wheel speed difference calculation means is within a predetermined range. And when the difference between the speeds is determined to be within a predetermined range by the first determination means and the difference between the speeds is determined to be within the predetermined range. It is configured to determine that the wheel information is normal ,
Lateral acceleration calculation means for calculating lateral acceleration acting on the vehicle based on the wheel information when the wheel information determination means determines that the wheel information is normal;
Lateral acceleration determination means for determining whether the lateral acceleration calculated by the lateral acceleration calculation means exceeds a threshold;
Upshift limiting means for limiting an upshift of the transmission when the lateral acceleration determining means determines that lateral acceleration exceeds the threshold;
Actuating means that operates when the wheel information determining means determines that the wheel information is normal, and stops when the lateral acceleration determining means determines that the lateral acceleration does not exceed the threshold;
An operation determining means for determining whether or not the operating means is operating when the wheel information determining means determines that the wheel information is not normal;
When it is determined by the operation determining means that the operating means is operating, a lateral acceleration is calculated by the lateral acceleration calculating means, and the lateral acceleration exceeds the threshold by the lateral acceleration determining means. It is determined whether or not the transmission control device. Provided in a vehicle having a transmission that shifts and transmits the output from the drive source to the left and right drive wheels, and is configured to perform shift control based on the wheel information of the left and right drive wheels and the left and right driven wheels. In the transmission control device,
First driving wheel speed detecting means for detecting the rotational speed of the left driving wheel;
Second driving wheel speed detecting means for detecting the rotational speed of the right driving wheel;
First driven wheel speed detecting means for detecting the rotational speed of the left driven wheel;
Second driven wheel speed detecting means for detecting the rotation speed of the right driven wheel;
Output speed detecting means for detecting the output speed of the transmission;
Driving wheel speed difference calculating means for calculating a speed difference between the left and right driving wheels based on the rotational speed detected by the first and second driving wheel speed detecting means;
Driven wheel speed difference calculating means for calculating a speed difference between the left and right driven wheels based on the rotational speed detected by the first and second driven wheel speed detecting means;
Wheel information determination means for determining whether or not the wheel information of the left and right drive wheels and the left and right driven wheels is normal,
Whether or not the wheel information judging means has a difference between an average value of the rotational speeds detected by the first and second driving wheel speed detecting means and an output speed detected by the output speed detecting means within a predetermined range. A first determination means for determining whether the difference between the speed difference calculated by the driving wheel speed difference calculation means and the speed difference calculated by the driven wheel speed difference calculation means is within a predetermined range. And when the difference between the speeds is determined to be within a predetermined range by the first determination means and the difference between the speeds is determined to be within the predetermined range. It is configured to determine that the wheel information is normal ,
Lateral acceleration calculation means for calculating lateral acceleration acting on the vehicle based on the wheel information when the wheel information determination means determines that the wheel information is normal;
Lateral acceleration determination means for determining whether the lateral acceleration calculated by the lateral acceleration calculation means exceeds a threshold;
Upshift limiting means for limiting an upshift of the transmission when the lateral acceleration determining means determines that lateral acceleration exceeds the threshold;
Lateral acceleration storage means for storing the lateral acceleration calculated by the lateral acceleration determination means;
The operation is activated when the lateral acceleration determining means determines that the lateral acceleration exceeds the threshold, and the operation is stopped when the lateral acceleration determining means determines that the lateral acceleration does not exceed the threshold. Means,
An operation determining means for determining whether or not the operating means is operating when the wheel information determining means determines that the wheel information is not normal;
Whether the lateral acceleration stored in the lateral acceleration storage means exceeds the threshold by the lateral acceleration determining means when the actuation determining means determines that the operating means is operating. A transmission control device characterized by whether or not When the wheel information is determined to be normal by said wheel information determining means according to claim 1 or 2, characterized in that it is allowed to perform the shift control based on the lateral acceleration acting on the vehicle A transmission control device according to claim 1.

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