JP5677824B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission that suppresses occurrence of an operation state in which shifting is repeated in auto-cruising.

  Conventionally, vehicle auto-cruise control has a pseudo accelerator opening calculated from the fuel injection amount and engine speed for maintaining an arbitrary constant speed, and is dedicated based on the pseudo accelerator opening and engine speed. There is known one that controls a transmission with reference to a shift map (see Patent Document 1).

JP 2004-150454 A

  When traveling with auto-cruise control, the vehicle speed is decelerated due to running out of torque due to the shift generated by auto-cruise control, or a shift is caused by a pseudo decrease in intake air amount due to shifting to coast mode. There may be an operating state in which up and down are repeated. Such a driving state not only makes the driver feel uncomfortable, but fuel consumption deteriorates due to repeated shifting.

  The present invention has been made in view of such problems, and suppresses the occurrence of a driving state in which shifting is repeated during automatic traveling by the cruise control function, thereby giving the driver a sense of incongruity. An object of the present invention is to provide an automatic transmission control device that can prevent and improve fuel consumption.

According to the present invention, an intake air amount detecting means for detecting an intake air amount of an engine, and driving of the engine are controlled by a signal of the detected intake air amount, and the traveling speed of the vehicle is set to an arbitrary constant speed to enable automatic traveling. A control device for an automatic transmission having cruise control means and transmission control means for controlling the transmission according to the running state of the vehicle, and when the cruise control means determines that cruise control is in progress, A pseudo intake air amount is calculated from the fuel injection amount maintained at an arbitrary constant speed during cruise control and the engine speed, and the transmission is referred to with reference to a shift map based on the calculated pseudo air intake amount and the engine speed. If it is determined that a shift busy has occurred while controlling the transmission using the shift map, the upshift is performed when the engine speed is high. Correcting the urchin shift map, after correcting the shift map, when it is determined that the shift by the driver is instructed, and changes the shift map before the correction of the shift map.

According to the present invention, when shift busy occurs, by correcting the shift map, the operating point where shift up and shift down occurs is not close, and repetition of shift due to shift busy is suppressed, It is possible to prevent the driver from feeling uncomfortable and prevent deterioration of fuel consumption due to shift busy , and after correcting the shift map, it was determined that the shift lever was operated by the driver and a manual shift was instructed. In this case, since the shift map is returned to the shift map before correction, the uncomfortable feeling due to the shift timing being changed by the corrected shift map can be eliminated, and the driving performance of the driver can be improved.

It is a perspective explanatory view showing an automatic transmission control device of an embodiment of the present invention. It is a flowchart which shows the control operation of the engine by ECU of embodiment of this invention. It is a flowchart of the control operation of the transmission by TMCU of the embodiment of the present invention. It is explanatory drawing of the fuel injection amount calculating part of embodiment of this invention. It is explanatory drawing of the pseudo accelerator opening calculating part of embodiment of this invention. It is a flowchart of the control operation of the transmission by TMCU of the embodiment of the present invention. It is a flowchart of the control operation of the transmission by TMCU of the embodiment of the present invention. It is explanatory drawing which shows an example of the driving | running state in which the up-shift and the down-shift of embodiment of this invention are repeated. It is explanatory drawing which shows an example of the shift map in auto-cruise control of embodiment of this invention. It is explanatory drawing which shows an example of the corrected shift map in auto-cruise control of embodiment of this invention. It is explanatory drawing which shows the specific example of correction | amendment of the shift map of embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is an explanatory perspective view showing an automatic transmission control apparatus according to the present invention as an entire configuration including an engine. The automatic transmission control device 1 automatically controls a transmission according to a traveling state detected during traveling of a vehicle such as a truck, a bus, and a passenger car.

  In FIG. 1, a transmission (transmission) 4 is attached to an engine 2 via a clutch 3. The transmission 4 is connected to the TMCU 5 by electrical wiring. An ECU 6 is connected to the engine 2 by electric wiring, and an accelerator pedal 8 is connected to the ECU 6 via an accelerator opening sensor 7.

  The accelerator opening sensor 7 detects the opening of the accelerator that is opened and closed by the driver's operation of the accelerator pedal 8, and corresponds to an intake air amount detecting means. The intake air amount detection means is not limited to the accelerator opening sensor 7, and may be other means as long as it corresponds to a means for detecting an amount proportional to the intake air amount of the engine 2, for example, the intake air amount of the engine. It may be one that detects the suction pressure of the system.

  The accelerator opening sensor 7 is connected to the ECU 6 by electric wiring. The engine control unit (hereinafter referred to as “ECU”) 6 serves as engine control means for controlling the driving of the engine 2 by inputting a signal of the accelerator opening detected by the accelerator opening sensor 7.

  The ECU 6 has a cruise control function that enables automatic traveling (auto cruise) by setting the traveling speed of the vehicle to an arbitrary constant speed. The output signal from the ECU 6 is sent to a fuel injection device 9 attached to the engine 2. The output signal indicating that the cruise control function is in cruise control and the actual accelerator opening signal detected by the accelerator opening sensor 7 are sent to the TMCU 5.

  A transmission control unit (hereinafter “TMCU”) 5 is connected to the transmission 4 by electric wiring. The TMCU 5 serves as a transmission control unit that controls the transmission 4 in accordance with the traveling state of the vehicle.

  The TMCU 5 receives signals from the engine speed sensor 10, the gear speed sensor 11 attached to the transmission 4, and the vehicle speed sensor 12, as well as from a clutch contact switch 14 and a clutch disengagement switch 15 provided on the clutch pedal 13. Signal is input. Further, a shift tower 16 having a shift lever for switching the gear position of the transmission 4 is connected to the TMCU 5.

  The control content signal from the TMCU 5 is sent to the ECU 6 described above. The control content signal is sent to the display monitor 17 and the buzzer 18 to inform the driver of the state of the vehicle.

  The TMCU 5 includes cruise control determination means for determining whether or not the cruise control is being performed in the cruise control function based on a signal indicating that the ECU 6 is performing the cruise control. When it is determined that the cruise control is being performed, the cruise control determination means interrupts the reference of the actual accelerator opening sent from the ECU 6 based on the accelerator opening sensor 7, and based on the actual accelerator opening and the engine speed. The reference to the shift map for the actual accelerator opening is interrupted. Instead, the pseudo accelerator opening calculated from the fuel injection amount and the engine speed for maintaining an arbitrary constant speed during the cruise control is referred to, and based on the pseudo accelerator opening and the engine speed. The transmission 4 is controlled with reference to the shift map for the pseudo accelerator opening.

  By such control, when the vehicle is performing auto-cruise by the cruise control function, the transmission 4 is automatically shift-controlled as in normal driving without referring to the driver's accelerator depression amount.

  Next, the operation of the automatic transmission control apparatus configured as described above will be described with reference to FIGS.

  FIG. 2 is a flowchart of the control operation of the engine 2 by the ECU 6.

  First, the ECU 6 sets a cruise control flag = 0 as an initial value for the state of cruise control performed by the cruise control function (step S1).

  Next, the ECU 6 determines whether cruise control is being performed (step S2). That is, it is determined by the cruise control function whether or not automatic traveling (auto cruise) is in progress. If it is not during auto-cruise, the process proceeds to step S5. Then, a cruise control flag = 0 established in step S1 is output (step S5).

  On the other hand, if it is determined in step S2 that cruise control is being performed, the process proceeds to step S3. The ECU 6 detects the cruise control injection amount for maintaining the fuel injection amount of the engine 2 at an arbitrary constant speed during the cruise control by the accelerator opening sensor 7 by operating the accelerator pedal 8 by the driver. It is determined whether or not it is equal to or smaller than the injection amount calculated from the actual accelerator opening.

  Here, the calculation of the fuel injection amount of the engine 2 is performed by the fuel injection amount calculation unit 19 shown in FIG. That is, the ECU 6 takes in the engine speed signal from the engine speed sensor 10 shown in FIG. 1 and the actual accelerator position signal from the accelerator position sensor 7, and uses these signals as the engine speed and actual speed. This is applied to a fuel injection amount map 20 prepared in advance with the accelerator opening as a variable element, and the arithmetic unit 21 calculates these relationships to calculate the fuel injection amount. This calculation result is always output to the outside.

  When the ECU 6 determines that the current control injection amount is larger than the injection amount calculated from the actual accelerator opening, using the value of the fuel injection amount obtained by the calculation in this way, the control of the auto cruise is performed. The process proceeds from step S3 to step S4. Then, the cruise control flag = 1 is set for the state of cruise control performed by the cruise control function. Thereafter, the process proceeds to step S5, and the cruise control in progress flag = 1 established in step S4 is output.

  On the other hand, when it is determined in step S3 that the current control injection amount is equal to or less than the injection amount calculated from the actual accelerator opening, the ECU 6 sets the actual accelerator opening by the driver's operation of the accelerator pedal 8. Assuming that the vehicle is instructed to accelerate beyond the specified speed, the process proceeds to step S5, and the cruise control flag = 0 set in step S1 is output as it is.

  FIG. 3 is a flowchart of the control operation of the transmission 4 by the TMCU 5.

  First, the cruise control flag output in step S5 of FIG. 2 is input from the EUC 6 (step S11).

  Next, the actual accelerator opening is input from the ECU 6 (step S12). Here, the actual accelerator opening signal detected by the accelerator opening sensor 7 shown in FIG.

  Next, the TMCU 5 receives the pseudo accelerator opening (step S13). Here, data corresponding to the pseudo accelerator opening is read from a memory or the like that stores the data of the pseudo accelerator opening obtained by calculation in advance.

  More specifically, the calculation of the pseudo accelerator opening is performed by the pseudo accelerator opening calculator 22 shown in FIG. That is, the TMCU 5 obtains an engine speed signal from the engine speed sensor 10 and a fuel injection amount signal that is controlled to maintain an arbitrary constant speed during cruise control, and outputs these signals. Then, it is applied to a pre-created pseudo accelerator opening map 23 having the engine speed and the fuel injection amount as variable elements, and these relations are calculated by the calculator 24 to calculate the pseudo accelerator opening. This calculation result is always output to the outside.

  Next, the TMCU 5 determines whether or not the cruise control flag is 1 (step S14). That is, it is determined by the cruise control function whether or not automatic traveling (auto cruise) is in progress. If the cruise control flag is not 1 (not during auto-cruise), the process proceeds to step S15, and after referring to the actual accelerator opening detected by the accelerator opening sensor 7, a shift for the actual accelerator opening created in advance is made. The map is referred to (step S16). And it progresses to below-mentioned step S19.

  On the other hand, if the cruise control flag = 1 in step S14 (during auto cruise), the process proceeds to step S17, and the TMCU 5 refers to the pseudo accelerator opening calculated by the pseudo accelerator opening calculating unit 22 shown in FIG. After that, the shift map for the pseudo accelerator opening created using the calculated pseudo accelerator opening is referred to (step S18). And it progresses to below-mentioned step S19.

  In step S14, the cruise control determination means is configured by determining whether or not the cruise control function is under cruise control. If it is determined that the cruise control is not being performed (“NO” in step S14), the detected actual accelerator opening is referred to, and the shift map for the actual accelerator opening based on the actual accelerator opening and the engine speed is used. Switch to see. When it is determined that the cruise control is being performed (“YES” in step S14), the pseudo accelerator opening calculated from the fuel injection amount and the engine speed is referred to, and the pseudo accelerator opening based on the pseudo accelerator opening and the engine speed is used. Switch to refer to the shift map for accelerator opening.

  Next, the TMCU 5 determines whether or not a condition for starting the automatic shift is established according to the actual accelerator opening and the shift map for the actual accelerator opening, or according to the pseudo accelerator opening and the shift map for the pseudo accelerator opening. Is determined (step S19). If the automatic shift start condition is not yet satisfied, the process returns to step S11 and the above steps S11 to S18 are repeated.

  When the automatic shift start condition is satisfied, the process proceeds to step S20, where a predetermined shift control is performed by the normal automatic shift control, and the process ends.

  By such an operation, even when the vehicle cannot refer to the accelerator depression amount during the auto cruise by the cruise control function, the transmission 4 can be automatically subjected to the shift control in the same manner as during normal driving.

  Next, correction of the shift map in the present embodiment will be described.

  When traveling on an uphill road by auto-cruising, repeated shifting may occur in the vicinity of a specific set vehicle speed. For example, if the vehicle speed is reduced due to running out of torque due to the occurrence of a shift performed during auto-cruising, or the pseudo intake amount (pseudo accelerator opening) decreases due to shifting to the coast mode, the shift up and The driving state (shift busy) is repeated with downshifting. Such a driving state not only makes the driver feel uncomfortable, but fuel consumption deteriorates due to repeated shifting.

  Therefore, in the present embodiment, it is configured to suppress repeated shifting by control as described below.

  6 and 7 are flowcharts of the control operation of the transmission 4 by the TMCU 5.

  The control according to this flowchart is executed in parallel with the flowcharts shown in FIG. 2 and FIG.

  In FIG. 6, TMCU5 traces the locus of the engine speed and the pseudo access opening degree (step S51). Then, from this locus, it is determined whether or not the shift up and down are repeated a predetermined number of times or more within a predetermined time, and so-called shift busy has occurred (step S52).

  If it is determined that the up-shift and the down-shift have been repeated a predetermined number of times within the predetermined time, the process proceeds to step S53, and the TMCU 5 performs the shift for the pseudo accelerator opening referred to in step S18 of FIG. Correct the map. Specifically, with respect to the current gear position, the upshift is corrected to a higher rotation side so as to keep away the operating point where the upshift and the downshift occur. Further, the shift down may be corrected to a lower rotation side, or both may be corrected simultaneously.

  In this way, the operation in which the shift is repeated by correcting the interval between the rotation speed at which the shift up is performed and the rotation speed at which the shift down is performed to be larger so that the operation point where the shift up and the shift down occurs is kept away. Suppresses the occurrence of a condition.

  Note that the shift busy and the shift down are repeatedly determined to be a shift busy, for example, when a shift is performed by reciprocating twice between two shift stages within 10 seconds. To do.

  In FIG. 7, the TMCU 5 monitors whether the shift lever is operated by the driver (step S61).

  If the shift lever is operated by the driver and a manual shift instruction is issued, whether or not the shift map currently referred to by the TMCU 5 is the shift map corrected by the processing of FIG. 6 in step S62. Determine.

  If it is determined that the shift map is the corrected shift map, the TMCU 5 proceeds to step S63 and returns the shift map to the uncorrected shift map. Then, the process proceeds to step S64, and shift control is executed based on a shift instruction by the driver operating the shift lever or with reference to a shift map.

  Thus, when there is a manual shift instruction from the driver, for example, the driver predicts that the upshift and the downshift will be continuously performed, and such a driving state by operating the shift lever in advance. When it is attempted to avoid the shift map, the shift map correction is not necessary, so the shift map is returned to the shift map before the correction.

  By controlling as described above, it is possible to prevent the driver from feeling uncomfortable because the driving state in which the up-shifting and the down-shifting are repeated during the cruise control is prevented, and the fuel consumption is also deteriorated. Can be prevented.

  Next, a specific example of shift map correction will be described.

  FIG. 8 is an explanatory diagram illustrating an example of an operation state in which upshifting and downshifting are repeated.

  For example, when the vehicle is traveling on an uphill road due to auto-cruising, there may be a shift busy that causes repeated shifting near a specific set vehicle speed. At this time, the vibration is generated by repeating the up-shift and the down-shift, and the front and rear G are generated by the frequent change of the vehicle speed, which gives the driver a sense of incongruity.

  FIG. 9 is an explanatory diagram showing an example of a shift map during auto-cruise control. The example shown in FIG. 9 shows an example of a shift map performed at 6L and 6H in a transmission in which the transmission 4 includes six shift stages and two sub-transmissions of H and L.

  FIG. 9A is a shift map when the shift speed is 6L, and shows the shift line when the solid line is shifted up from 6L to 6H. The dotted line indicates the engine speed after the shift when the shift stage is 6H and the gear is shifted down from 6H to 6L.

  In the shift map shown in FIG. 9 (A), for example, when the engine speed is around 1300 to 1500 [rpm] and the pseudo accelerator opening is around 50 to 80 [%], a shift up from 6L to 6H is performed. It shows that.

  FIG. 9B is a shift map when the shift speed is 6H, and shows the shift line when the solid line is shifted down from 6H to 6L. The dotted line indicates the engine speed after the shift when the shift stage is 6L and the gear is shifted up from 6L to 6H.

  In the shift map shown in FIG. 9B, for example, a shift down from 6H to 6L occurs when the engine speed is around 950 to 1000 [rpm] and the pseudo accelerator opening is around 80 to 90 [%]. It shows that.

  When such a shift map is set, a shift-up from 6L to 6H is performed when the engine speed is around 1300 to 1500 [rpm] and the pseudo accelerator opening is around 50 to 80 [%]. As a result of the shift-up, the engine speed decreases and becomes around 950 to 1000 [rpm]. At this time, for example, when it is determined that a driving force is required on an uphill road and the pseudo accelerator opening is set to 80 to 90 [%], the downshift from 6H to 6L is performed again. The busyness of control by repeating this gives the driver a sense of incongruity.

  Therefore, when the TMCU 5 determines that the driving situation is such that the shift is repeated by the control according to the flowchart of FIG. 6 described above, the shift map is corrected.

  FIG. 10 is an explanatory diagram showing an example of a shift map corrected during auto-cruise control.

  FIG. 10A is a shift map when the gear stage is 6L, and FIG. 10B is a shift map when the gear stage is 6H. Here, an example is shown in which the upshift shift line from 6L to 6H is corrected.

  In the example shown in FIG. 10, the upshift shift line from 6L to 6H is corrected so that the engine speed is higher as indicated by the thick solid line. As a result of this correction, the upshift is performed on the higher rotation side compared to the normal shift map shown in FIG. 9, and the shift line that becomes the downshift again after the upshift is not straddled. As a result, it is possible to suppress the occurrence of an operation state in which upshifting and downshifting are repeated.

  FIG. 11 is an explanatory diagram showing a specific example of correction of the shift map. FIG. 11A is an example of a shift map for upshift from 6L to 6H in normal time (initial state), and FIG. 11B is an example of a shift map for upshift from 6L to 6H after correction. Show.

  For example, in the normal shift map shown in FIG. 11A, when the pseudo accelerator opening is 50 [%], the upshift is performed when the engine speed is 1200 [rpm]. On the other hand, in the shift map after correction shown in FIG. 11B, when the pseudo accelerator opening is 50 [%], the upshift is performed when the engine speed is 1200 [rpm] on the higher rotation side. It was corrected to perform.

  By correcting such a shift map, it is possible to prevent an operation state in which upshifting and downshifting are repeated.

  As described above, in the automatic transmission control device according to the embodiment of the present invention, the pseudo accelerator opening when the so-called shift busy operation state in which the shift up and the shift down are repeatedly performed during the auto cruise control occurs. And correction of the shift map acquired based on the engine speed.

  By this correction, the driving points where the upshift and the downshift occur are not close to each other, and the occurrence of shift busy is suppressed, so that the driver does not feel uncomfortable and the deterioration of fuel consumption due to shift busy is prevented. be able to.

  The shift map correction corrects the shift-up to a higher rotation side and the shift-down to a lower rotation side, so that shift busy can be prevented more reliably.

  In addition, after the shift map is corrected, if it is determined that the shift lever is operated by the driver and a manual shift is instructed, the shift map is returned to the shift map before correction. A sense of incongruity caused by changing the shift timing can be eliminated, and the driving performance of the driver can be improved.

  It goes without saying that the present invention is not limited to the above-described embodiments, and includes various modifications and improvements that can be made within the scope of the technical idea.

1 Automatic transmission control device 2 Engine 4 Transmission (transmission)
5 Transmission control unit (TMCU)
6 Engine control unit (ECU)
7 Accelerator opening sensor (intake air amount detection means)
8 Accelerator pedal 10 Engine speed sensor 11 Gear speed sensor 12 Vehicle speed sensor 19 Fuel injection amount calculation unit 22 Pseudo accelerator opening calculation unit

Claims (2)

An intake air amount detecting means for detecting an intake air amount of the engine, a cruise control means for controlling the driving of the engine based on the detected intake air amount signal and setting the traveling speed of the vehicle to an arbitrary constant speed so as to enable automatic traveling. A control device for an automatic transmission having transmission control means for controlling the transmission in accordance with the running state of the vehicle,
The cruise control means includes
If it is determined that the cruise control is being performed, a pseudo intake air amount is calculated from the fuel injection amount that is maintained at an arbitrary constant speed during the cruise control and the engine speed, and the calculated pseudo intake air amount and the engine speed are calculated. Control the transmission with reference to the shift map based on the number,
If it is determined that a shift busy has occurred while controlling the transmission using the shift map, the shift map is corrected so that the engine speed is shifted up on the high rotation side ,
A control device for an automatic transmission , wherein after the shift map is corrected, when it is determined that a shift is instructed by a driver, the shift map is changed to a shift map before correction .   2. The control apparatus for an automatic transmission according to claim 1, wherein the cruise control unit corrects the shift map so that a shift down is performed when the engine speed is low.

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