JP6221991B2 - Shift control device for automatic transmission - Google Patents

Description

  The present invention relates to a shift control device for an automatic transmission.

  In the automatic transmission, a shift is performed based on a preset shift characteristic. On the other hand, depending on the driver, there may be a case where the vehicle travels slowly (normal travel) or an aggressive travel (sports travel) in which an aggressive driving operation that generates a large acceleration in the vehicle body is performed. In this case, if the speed change characteristics are uniformly set, for example, it is suitable for a leisurely run, but it may not be preferred for a sport run due to a deterioration in acceleration (the reverse may be the case). . In Patent Document 1, as a speed change characteristic, a normal mode and a sport mode in which a speed change characteristic line is set to a higher vehicle speed side than the normal mode are prepared, and when the vehicle is traveling on a winding road, What selects a sports mode is disclosed.

JP 2005-113937 A

  By the way, it is preferable to shift down in accordance with the brake operation in order to further increase the degree of deceleration (ensure a larger engine brake) and also to ensure sufficient acceleration after the shift down. Then, at the time of the downshift accompanying the brake operation, it is conceivable to perform a shift over a plurality of low speed gears as called a continuous shift. That is, when the current shift speed is, for example, 5th speed, for example, it is shifted down to 3rd speed via 4th speed (continuous shift over 2 speeds), and further downshifted to 2nd speed (continuous over 3 speeds). Shifting).

  Performing downshifting by continuous shift is extremely preferable in terms of enhancing deceleration and securing sufficient acceleration after downshifting. On the other hand, if continuous shift is performed when you want to enjoy a relaxed driving (normal driving), a large deceleration unintended by the driver or an unexpected acceleration (unintentional) that the driver does not expect after the downshift may occur. In some cases, the user may feel a sense of discomfort with the sound, and some countermeasure is desired in this respect. In addition, the continuous shift increases the chance of a shift shock due to a plurality of downshifts, and this is not preferable in this respect as well when expecting a relaxed travel.

  The present invention has been made in view of the above circumstances, and its purpose is to use a continuous shift to ensure sufficient deceleration and sufficient acceleration after downshifting while maintaining the driver's ability. It is an object of the present invention to provide a shift control device for an automatic transmission that can prevent unexpected deceleration and acceleration, and the feeling of uncomfortable sound associated therewith.

In order to achieve the above object, the following first solution is adopted in the present invention. That is, as described in claim 1,
A shift control device for an automatic transmission in which a normal mode and a sport mode in which a shift characteristic line is higher than the normal mode are set as shift characteristics selectable by an occupant,
Shift control means for performing shift control based on the shift characteristics selected by the occupant, and for performing shift control to a low speed as a downshift accompanying a brake operation;
Winding road detection means for detecting that the vehicle is traveling on the winding road;
Aggressive traveling detection means for detecting that the vehicle is performing aggressive driving operation that generates a large acceleration in the vehicle body,
With
The shift control means always allows a continuous shift to the low speed stage during a shift down accompanying a brake operation when the sport mode is selected, while when the normal mode is selected, It is set so as to allow on the condition that one of the winding road running or the aggressive running is detected by each of the detecting means.
It is like that. According to the above solution, when the sports mode is selected, by allowing continuous shifting at all times, it is possible to ensure sufficient acceleration after downshifting while improving deceleration. In addition, when normal mode is selected, continuous shifting is allowed on condition that either winding road driving or aggressive driving is detected, so deceleration and acceleration during winding road driving or aggressive driving are allowed. In addition to ensuring the performance, it is possible to prevent the driver from unnecessarily decelerating and accelerating unintentionally during normal driving, or to feel the uncomfortable sound associated therewith.

In order to achieve the above object, the following second solution is adopted in the present invention. That is, as described in claim 2,
A shift control device for an automatic transmission in which a normal mode and a sport mode in which a shift characteristic line is higher than the normal mode are set as shift characteristics selectable by an occupant,
Shift control means for performing shift control based on the shift characteristics selected by the occupant, and for performing shift control to a low speed as a downshift accompanying a brake operation;
Winding road detection means for detecting that the vehicle is traveling on the winding road;
Aggressive traveling detection means for detecting that the vehicle is performing aggressive driving operation that generates a large acceleration in the vehicle body,
With
The shift control means always allows a continuous shift to the low speed stage during a shift down accompanying a brake operation when the sport mode is selected, while when the normal mode is selected, It is set to allow on the condition that both the winding road running and the aggressive running are detected by each of the detecting means,
A shift control apparatus for an automatic transmission.
It is like that. According to the above solution, when the sports mode is selected, by allowing continuous shifting at all times, it is possible to ensure sufficient acceleration after downshifting while improving deceleration. In addition, when the normal mode is selected, continuous shifting is allowed on condition that both winding road driving and aggressive driving are detected, so when winding road driving and aggressive driving are being performed. While preventing the vehicle from decelerating and accelerating, it is possible to prevent the driver from unnecessarily decelerating and accelerating during normal driving, or feeling uncomfortable with the sound. become.

In order to achieve the above object, the following third solution is adopted in the present invention. That is, as described in claim 3,
A shift control device for an automatic transmission in which a normal mode and a sport mode in which a shift characteristic line is higher than the normal mode are set as shift characteristics selectable by an occupant,
Shift control means for performing shift control based on the shift characteristics selected by the occupant, and for performing shift control to a low speed as a downshift accompanying a brake operation;
Aggressive traveling detection means for detecting that the vehicle is performing aggressive driving operation that generates a large acceleration in the vehicle body,
With
The shift control means always allows a continuous shift to the low speed stage during a shift down accompanying a brake operation when the sport mode is selected, while when the normal mode is selected, It is set to allow on the condition that the aggressive traveling is detected by the aggressive traveling detection means,
It is like that. According to the above solution, when the sports mode is selected, by allowing continuous shifting at all times, it is possible to ensure sufficient acceleration after downshifting while improving deceleration. In addition, when the normal mode is selected, continuous shifting is allowed on the condition that aggressive driving has been detected, so while ensuring deceleration and acceleration when aggressive driving is being performed, In other cases of normal driving, it is possible to prevent a situation in which the driver decelerates or accelerates more than necessary and the user feels uncomfortable with the sound.

In order to achieve the above object, the following fourth solution is adopted in the present invention. That is, as described in claim 4,
A shift control device for an automatic transmission in which a normal mode and a sport mode in which a shift characteristic line is higher than the normal mode are set as shift characteristics selectable by an occupant,
Shift control means for performing shift control based on the shift characteristics selected by the occupant, and for performing shift control to a low speed as a downshift accompanying a brake operation;
Winding road detection means for detecting that the vehicle is traveling on the winding road;
With
The shift control means always allows a continuous shift to the low speed stage during a shift down accompanying a brake operation when the sport mode is selected, while when the normal mode is selected, It is set to allow on the condition that the winding road traveling is detected by the winding road detection means ,
It is like that. According to the above solution, when the sports mode is selected, by allowing continuous shifting at all times, it is possible to ensure sufficient acceleration after downshifting while improving deceleration. In addition, when the normal mode is selected, continuous shifting is allowed on the condition that winding road driving is detected, so that deceleration and acceleration characteristics during winding road driving are ensured. However, it is possible to prevent the driver from unnecessarily decelerating and accelerating unintentionally during normal driving other than the above, or to feel a sense of discomfort due to the sound.

A preferred mode based on each of the above solutions is as described in claims 5 and below in the scope of claims. That is,
The downshift accompanying the brake operation is executed on condition that the engine speed at the low speed after the downshift is equal to or lower than a predetermined upper limit speed,
The predetermined upper limit rotational speed is set to be higher when the sport mode is selected than when the normal mode is selected.
(Corresponding to claim 5). In this case, while improving the deceleration and acceleration in the sport mode, it is possible to prevent the driver from unnecessarily decelerating and accelerating in the normal mode, or feeling the uncomfortable sound associated with these. Is preferable.

  The aggressive running detection means detects aggressive running based on three types of accelerations of lateral G, deceleration G and acceleration G acting on the vehicle body (corresponding to claim 6). In this case, it is possible to determine whether or not the vehicle is aggressive running by effectively utilizing three general types of acceleration acting on the vehicle body.

  According to the present invention, while making it possible to perform active driving that enjoys deceleration and acceleration using continuous shifting, deceleration or acceleration that the driver does not expect may occur, or the user may feel a sense of discomfort with the sound. Can be prevented.

The figure which shows examples, such as a control system of this invention. The figure which shows the example of the speed change characteristic in normal mode. The figure which shows the control content of this invention collectively. The whole flowchart which shows the example of control of this invention. The flowchart which shows the continuation of FIG. The flowchart for performing determination of winding road driving | running | working. Explanatory drawing which shows the determination method by FIG. 6 typically. The flowchart for performing determination of aggressive driving | running | working.

  In FIG. 1, 1 is an engine and 2 is an automatic transmission. The engine 1 is gasoline in the embodiment, and its maximum allowable rotational speed is, for example, 6500 rpm. In the embodiment, the automatic transmission 2 includes a torque converter 3 with a lock-up clutch and a planetary gear type multi-stage transmission mechanism 4. The multi-stage transmission mechanism 4 includes six forward stages and one reverse stage in the embodiment. Has been.

  In FIG. 1, U is a controller configured using a microcomputer, and mainly performs intermittent control of the lockup clutch and shift control of the multi-stage transmission mechanism 4. In addition to this, as will be described later, the controller U performs blipping that temporarily increases the engine speed (temporarily increases the torque) at the time of the downshift accompanying the brake operation. Engine control (intake air amount control and fuel injection amount control) is also performed for ripping.

  Signals from various sensors S1 to S3 and S11 to S16 are input to the controller U. S1 is an accelerator sensor that detects the amount of accelerator depression. S2 is a vehicle speed sensor that detects the vehicle speed. S3 is a gear position detection sensor that detects the current gear position (shift stage) of the multi-stage transmission mechanism 4.

  S11 is a mode selection switch for selecting one of the two types of shift characteristics of the normal mode and the sport mode, which are manually operated and set as the shift characteristics. The shift characteristics will be described later. S12 is a brake sensor that detects a brake operation amount. S13 is a steering angle sensor that detects a steering angle. S14 is a lateral G sensor that detects lateral G (acceleration) acting on the vehicle body. S15 is a deceleration G sensor that detects the deceleration G. S16 is an acceleration sensor for detecting the acceleration G. The deceleration G sensor S15 and the acceleration G sensor S16 are not provided separately, and the deceleration G and acceleration G can be detected by an appropriate method, for example, by differentiating the vehicle speed detected by the vehicle speed sensor S2. . Similarly, the lateral G may be calculated from, for example, the vehicle speed and the steering angle without separately providing the lateral G sensor. Further, acceleration / deceleration G and lateral G may be detected by one sensor.

  FIG. 2 shows an example of the shift characteristics, which corresponds to the normal mode. In the figure, the solid line is the upshift characteristic line, and the broken line is the downshift characteristic line. Since the multi-stage transmission mechanism 4 has six forward speeds, five upshift characteristic lines and five downshift characteristic lines are set. The shift characteristics in the sport mode are not shown, but each shift characteristic line is offset to the high vehicle speed side as compared to the normal mode. That is, in the sport mode, the acceleration characteristics are more excellent if the accelerator is depressed the same as in the normal mode, and a lower speed is selected if the vehicle speed is the same. Yes. In the embodiment, the speed change characteristic is set by using the vehicle speed and the accelerator depression amount as parameters. However, the speed change characteristic can be appropriately set by using the turbine speed of the automatic transmission 2 as a parameter instead of the vehicle speed (the turbine speed is It can be seen as a parameter corresponding to the vehicle speed).

  Here, at the time of downshift accompanying the brake operation, blipping and continuous shift are appropriately executed. In FIG. 3, the presence / absence of blipping, the presence / absence of continuous shift, and the upper limit engine speed allowed immediately after downshifting are collectively shown in relation to the shift characteristics. Note that the downshift accompanying the brake operation is, for example, when the brake operation amount is larger than a predetermined amount or when the brake operation speed is higher than the predetermined speed, and in addition, the brake operation amount is greater than the predetermined amount and It can be set as appropriate, for example, by setting conditions such that the brake operation speed is equal to or higher than a predetermined speed.

Winding road traveling indicates when the vehicle is traveling on a winding road where brake operation, accelerator operation, and steering wheel operation are frequently performed. Aggressive driving is when the vehicle is actively driving to generate a large acceleration in the vehicle body. For example, when sudden steering operation, sudden braking operation, sudden acceleration operation, etc. are frequently performed. It is. Note that a method for determining whether or not the vehicle is traveling on a winding road and a method for determining whether or not the vehicle is traveling aggressively will be described later. Hereinafter, FIG. 3 will be described by dividing into cases 1 to 3.
(1) In aspect 1. This is a time when the vehicle is not running on a winding road and is not aggressive.

  In aspect 1, when the sport mode is selected, the allowable upper limit engine speed is 5000 rpm immediately after the downshift in the case of blipping, continuous shift (permitted), and continuous shift. Note that the continuous speed change is a speed change over a plurality of stages, for example, from the current state of the fifth speed to the third speed through the fourth speed. The engine speed is increased (torque-up) by the downshift, but the upper limit value of the increased engine speed immediately after the downshift is the upper limit engine speed, and does not exceed the upper limit engine speed. A downshift is performed on the range. In other words, there may be a case where continuous shift is not performed due to a restriction from the upper limit engine speed.

In aspect 1, when the normal mode is selected, no blipping (prohibited), single shift without continuous shift (shift to a low speed by one stage is permitted), and the upper limit engine speed is 3500 rpm It is said.
(2) In aspect 2. At this time, only one of the winding road traveling and the aggressive traveling is being performed.

In aspect 2, when the sport mode is selected, the upper limit engine speed allowed immediately after the downshift at the time of continuous shifting is set to 5200 rpm with blipping, with continuous shifting (permitted). Is set to a higher rotation). In the mode 2, when the normal mode is selected, the presence of blipping, continuous shift, and the upper limit engine speed are set to 4000 rpm.
(3) In aspect 3. This time is when the winding road traveling is being performed and the aggressive traveling is also being performed.

  In aspect 3, when the sports mode is selected, the upper limit engine speed allowed immediately after the downshift at the time of continuous shifting is set to 5500 rpm with blipping, continuous shifting (permitted), and continuous shifting. Is set to a higher rotation). In aspect 3, when the normal mode is selected, there is blipping, there is continuous shifting, and the upper limit engine speed is 4500 rpm.

  As is clear from the above description, the upper limit number of rotations when allowing downshifting is set higher in the sport mode than in the normal mode. In addition, this upper limit rotational speed is set higher in aspect 2 than in aspect 1 and higher in aspect 3 than in aspect 2 in both the sport mode and the normal mode.

  When the sport mode is selected, blipping is allowed regardless of the mode, so that the subsequent acceleration is sufficiently ensured while preventing a shift shock at the time of downshifting accompanying a brake operation. It will be. In addition, since the upper limit number of revolutions allowed to be shifted down is set higher in the case of aspect 2 than in the case of aspect 1, it is easy to shift down during winding road traveling or aggressive traveling, It will be suitable. Further, in the case of the aspect 3 in which the traveling is performed on the winding road and the aggressive traveling is performed, the upper limit number of revolutions is set to be the highest, so that the gear is easily shifted down and is suitable for the traveling. In addition to the above, in the sport mode, since continuous shift is permitted within the range of the upper limit rotation speed, the sport mode is extremely suitable for sport running.

  On the other hand, when the normal mode is selected, basically, there is no blipping as shown in the setting in the aspect 1, so that it is possible to reliably give the driver unnecessary acceleration. Will be prevented. In addition, the shift down is only allowed for a single gear shift, and the upper limit number of revolutions allowed for the shift down is set as low as 3500 rpm, ensuring a moderate acceleration suitable for the normal mode. It is preferable in that it does.

  Even when the normal mode is selected, in the mode 2 in which either the winding road driving or the aggressive driving is performed, the blipping is allowed and the continuous shift is allowed, thereby preventing the shift shock at the time of the shift down. At the same time, acceleration is further ensured, making it suitable for winding road driving or aggressive driving. However, since the upper limit number of rotations allowed to shift down is smaller than when the sport mode is selected, the obtained acceleration is more gradual than the sport mode, which is suitable as the normal mode. Similarly, during winding road traveling and aggressive traveling, there is blipping and continuous gear shifting, and the upper limit rotational speed at which downshift is allowed is further increased than in the case of aspect 2. Thereby, sufficient acceleration can be ensured even in the normal mode. However, since the upper limit rotational speed is set lower than that in the sports mode, the obtained acceleration is more gradual than in the sports mode, which is suitable as the normal mode.

  Next, a control example of the controller U that performs setting control as shown in FIG. 3 will be described with reference to FIG. In the following description, Q indicates a step.

  First, FIG. 4 shows the entire control contents. After a signal from the sensor or the like shown in FIG. 1 is input in Q1, it is determined in Q2 whether or not it is a winding road running described later. . Thereafter, in Q3, it is determined whether or not the vehicle is an aggressive running described later.

  After Q3, at Q4, it is determined whether or not a shift down accompanying a brake operation is permitted. As described above, this determination is made when, for example, the brake operation amount is larger than a predetermined amount or when the brake operation speed is higher than a predetermined speed. It may be set as appropriate, for example, by setting conditions such that the operation speed is equal to or higher than a predetermined speed. If the determination in Q4 is YES, it is determined in Q5 whether or not the sport mode is currently selected. When the determination in Q5 is YES, in B6, blipping is set (permitted), and in Q7, continuous shifting is set (permitted).

  After Q7, at Q8, based on the determination results at Q2 and Q3, it is determined whether or not the vehicle is winding road traveling and aggressive traveling. If the determination in Q8 is YES, this corresponds to aspect 3. In this case, in Q9, the upper limit rotational speed at which downshift is allowed is set to 5500 rpm, which is the highest rotational speed in the sport mode. If the determination in Q8 is NO, it is determined in Q10 whether or not one of the winding road traveling and the aggressive traveling is being performed. If the determination in Q10 is YES, this corresponds to aspect 2. In this case, in Q11, the upper limit rotational speed at which shift down is allowed is set to 5200 rpm, which is an intermediate rotational speed as the sport mode. If NO in Q10, this corresponds to aspect 1. In this case, in Q12, the upper limit number of revolutions allowed for downshifting is set to 5000 rpm, which is the lowest in the sport mode.

  After Q9, Q11, and Q12, shifting is executed at Q13. That is, the shift in the sport mode that has undergone the processing after Q6 is the blipping set in Q6, the continuous shift set in Q7, and the upper limit number of rotations allowed to shift down is Q9, Q11, Or it is set as the rotation speed set by Q12.

  If the determination in Q4 is NO, in Q14, no blipping and no continuous shift are set, and the routine proceeds to Q13 (only the shift shown in the shift characteristics shown in FIG. 2 is executed).

  When the determination in Q5 is NO, the normal mode is selected. At this time, the process shown in FIG. 5 is performed. That is, in Q21, based on the determination results in Q2 and Q3, it is determined whether or not the vehicle is winding road traveling and aggressive traveling. When the determination at Q21 is YES, this corresponds to aspect 3. At this time, the upper limit rotational speed at which the blipping is set at Q22, the continuous shift is set at Q23, and the downshift is allowed at Q24 is In the normal mode, it is set to 4500 rpm, which is the highest rotational speed.

  When the determination in Q21 is NO, it is determined in Q25 whether or not one of the winding road traveling and the aggressive traveling is being performed. If YES in Q25, this corresponds to aspect 2. In this case, the upper limit rotational speed at which Q26 is set to have blipping, Q27 is set to have continuous shifting, and Q28 is allowed to shift down. In the normal mode, it is set to 4000 rpm, which is an intermediate rotational speed.

  When the determination in Q25 is NO, this corresponds to aspect 1. At this time, in Q29, no blipping is set, single shift is set in Q30, and the upper limit number of rotations allowed to shift down in Q31 is In the normal mode, it is set to 3500 rpm, which is the lowest rotational speed.

  A flowchart for determining whether or not the vehicle is winding road traveling in Q2 of FIG. 4 is shown in FIG. Referring to FIG. 6, first, in Q41, after signals from various sensors shown in FIG. 1 are read, in Q42, it is determined whether the currently running road surface is a straight line or a curve. . In this embodiment, in the embodiment, a road of 300R or more (a road having a curvature radius of 300 m or more) is determined as a straight line, and a road of 200R or less is determined as a curve. For control purposes, “IN” is displayed when the straight line is determined, and “OUT” is displayed when the straight line is determined, when the radius of curvature is between 200R and 300R. The radius of curvature can be calculated based on the detection results of the vehicle speed sensor and the lateral G sensor, for example, but is determined based on the map information in the navigation device. You can also

  After Q42, the length of the curved road determined in Q42 is calculated in Q43, and the length of the straight road obtained in Q42 is calculated in Q44.

  After Q44, at Q45, the starting point of the straight line or corner is determined. In this determination, for example, the time point determined to be a curved road from the state determined to be a straight road in the determination of Q42 is the start time of the corner, and conversely, the state determined to be a curved road until now The point in time when it is determined that the road is a straight road is the start point of the straight road. If it is determined in Q45 that it is the start time of a straight road or a corner, the length of the straight road or the corner road until then is recorded.

  After Q46, in Q47, it is determined whether or not the length of the straight road immediately before recorded in Q46 is equal to or longer than a predetermined distance (300 m in the embodiment). If YES in Q47, it is determined in Q48 that the road is not winding road.

  If the determination in Q47 is NO, it is determined in Q49 whether or not the length of the immediately preceding straight road is equal to or shorter than a predetermined distance (200 m in the embodiment). If the determination in Q49 is YES, it is determined in Q50 that the road is winding. If the determination in Q49 is NO, the process returns as it is (the previous determination value is applied as it is).

  A method for determining whether or not the winding road described above is illustrated in FIG. That is, in FIG. 7, the vehicle is indicated by the symbol V, and as a travel route of the vehicle V, a straight road labeled “two straight lines ahead”, a right turn corner, “the straight line length just before” The displayed straight road, the corner of the left turn, and the state of passing through the straight road indicated as “current straight line length” are shown. At the time of entering the corner at the left turn, the judgment is changed from the judgment of the straight road to the judgment of the curved road. On the other hand, because the straight line length just before that is short (200 m or less in the embodiment), the winding road driving is performed at this time It will be determined. In addition, since the length of the straight road immediately before the current position of the vehicle V is long (300 m or more in the embodiment), it is determined that the vehicle is not a winding road (the cancellation of the previous winding road determination). The determination as to whether or not the vehicle is traveling on a winding road can also be made based on the map information of the navigation device as described above.

  FIG. 8 shows a flowchart for determining whether or not the vehicle is an aggressive running in Q3 of FIG. Whether or not the vehicle is traveling aggressively is basically determined based on three types of accelerations: lateral G (G is acceleration) acting on the vehicle body, deceleration G (-direction acceleration), and acceleration G. It has come to be. In other words, aggressive driving (also referred to as sports driving) is a driving state in which a large lateral G, deceleration G, and acceleration G are likely to occur because the steering wheel operation, the brake operation, and the accelerator operation are performed rapidly. Thus, it can be determined whether or not the vehicle is aggressive.

  Based on the above, first, in Q61, after the signals from the various sensors shown in FIG. 1 are input, conditions (determination prohibition conditions) for canceling the determination on the lateral G, the deceleration G, and the acceleration G are set. Is done. This condition determines that there is no intention of aggressive driving from acceleration / deceleration G for a certain period of time or driver operation, and makes an aggressive determination.

  After Q61, it is determined in Q62 whether a large lateral G (for example, 0.5 G or more) has occurred. If NO in Q62, the lateral G determination timer is set to an initial value (for example, 0.5 seconds to 10.0 seconds) in Q63. If YES in Q62, the timer set in Q63 is counted down in Q64.

  After Q63 or Q64, it is determined in Q65 whether or not the aggressive determination is canceled based on the speed, the range position, etc., in addition to the determination cancellation condition determined in Q61. In addition to Q61, aggressive judgment is made only at low vehicle speeds (for example, 20 km / h or less) and predetermined range positions (D range, etc.), and Q65 is added with a condition that supplements Q61 in the lateral G judgment. is there.

  When the determination in Q65 is NO, it is determined in Q66 whether or not the timer value counted down in Q64 is zero. If YES in Q66, the horizontal G determination value is incremented by “1” in Q67, and then the process proceeds to Q69. If NO in Q66, the process proceeds to Q69 without passing through Q67. On the other hand, if the determination in Q65 is YES, the determination value for the lateral G is reset in Q68, and then the process proceeds to Q69. In other words, the processing of Q62 to Q68 is processing to prevent sudden generation of a large lateral G based on, for example, a road surface change or the like from being used for addition of the lateral G determination value. Therefore, for example, when traveling at a high speed on a sharp curve, a large lateral G is generated continuously for a predetermined time or more).

  Q69 is a process based on the deceleration G and is a process using the same technique as Q62 to Q68, and is a process for obtaining a deceleration G determination value. However, the large deceleration G is, for example, 0.3 G or more (corresponding to the processing in Q62). Also, the release condition (corresponding to the processing of Q65) is, for example, when it is a steep uphill (because a large deceleration G is likely to occur even during normal braking operation), when ABS is operating, and when rough roads with large unevenness (The sudden deceleration G is prevented from being reflected in the deceleration G determination value). That is, during aggressive driving, a sudden braking operation is performed. At this time, the release condition as described above is set in consideration that a large deceleration G continues for a long time.

  After Q69, the process at Q70 is performed. Q70 is a process based on the acceleration G, and is a process using the same technique as Q62 to Q68, and is a process for obtaining the acceleration G determination value. However, the large acceleration G is, for example, 0.2 G or more (corresponding to the process of Q62). In addition, as a release condition (corresponding to the process of Q65), for example, when it is a steep downhill (because a large acceleration G is likely to be generated even by a normal accelerator operation), when the ABS is activated, when the rough road has a large unevenness (The sudden generation of acceleration G is not reflected in the acceleration G determination value). That is, during aggressive traveling, a sudden accelerator depression operation is performed. At this time, considering the fact that a large acceleration G continues for a long time, the release condition as described above is set.

  After Q70, at Q71, it is determined whether or not any of the determination values for each G is a predetermined value or more (2 or more in the embodiment). When the determination in Q71 is YES (for example, when the lateral G determination value is 2 or more), it is determined in Q72 that the vehicle is traveling aggressively. If NO in Q71, it is determined in Q73 that the vehicle is not aggressive. The determination as to whether or not the vehicle is traveling aggressively is not limited to the above method, and may be performed by an appropriate method such as performing an operation state that generates a large lateral G, a large deceleration G, and a large acceleration G. . For example, within a predetermined time (for example, 5 seconds to 10 seconds), a large accelerator depression amount (may be a large operation speed), a large brake operation amount (may be a large operation speed), a large handle operation amount (a large operation) It can be done by an appropriate method such as determining that the vehicle is traveling aggressively when any one of the speeds is detected a predetermined number of times (for example, 2 to 3 times) (occurrence of lateral G, deceleration G, acceleration G) To see the operational status related to

  Although the embodiments have been described above, the present invention is not limited to the embodiments, and appropriate modifications can be made within the scope of the claims. As an aspect shown in FIG. 3, it is good also as not only three types but two types including the aspect 1 at least. For example, “a combination of Aspect 1 and Aspect 3 (no setting for Aspect 2)” and “a combination of Aspect 1 and Aspect 2 (Aspect 3 has the same setting as Aspect 2)” can be used. In addition, “a combination in which aspect 1 is not aggressive traveling and aspect 2 (or aspect 3) is aggressive traveling”, “mode 1 is not winding road traveling and aspect 2 (or aspect 3) is winding road traveling” It is also possible to make a “combination to do”. Furthermore, in the normal mode of aspect 2, it is possible to perform no blipping and single shift. The upper limit number of rotations allowed to shift down may be set to the same without distinguishing between modes 1 to 3 as long as they are at least the same mode (however, the upper limit number of rotations in the sports mode is It is preferable to set a value larger than the upper limit rotation speed in the normal mode). At least the continuous shift is preferably performed only when blipping is performed, but the continuous shift may be performed without blipping.

  The automatic transmission 2 is not limited to the planetary gear type, but may be a CVT (continuously variable transmission mechanism) capable of taking a multi-stage speed stepwise, a DCS (dual clutch type multi-stage transmission mechanism) that does not use a planetary gear mechanism, etc. An appropriate one can be used. The engine 1 is not limited to a gasoline engine, but may be any type such as a diesel engine. Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

  The present invention is suitable for an automatic transmission that performs blipping during downshifting.

1: Engine 2: Automatic transmission 3: Torque converter 4: Planetary gear mechanism type multi-stage transmission mechanism U: Controller S1: Sensor (accelerator depression amount)
S2: Sensor (vehicle speed)
S11: Switch (mode selection)
S12: Sensor (brake)
S13: Sensor (steering angle)
S14: Sensor (horizontal G)
S15: Sensor (Deceleration G)
S16: Sensor (acceleration G)

Claims (6)

A shift control device for an automatic transmission in which a normal mode and a sport mode in which a shift characteristic line is higher than the normal mode are set as shift characteristics selectable by an occupant,
Shift control means for performing shift control based on the shift characteristics selected by the occupant, and for performing shift control to a low speed as a downshift accompanying a brake operation;
Winding road detection means for detecting that the vehicle is traveling on the winding road;
Aggressive traveling detection means for detecting that the vehicle is performing aggressive driving operation that generates a large acceleration in the vehicle body,
With
The shift control means always allows a continuous shift to the low speed stage during a shift down accompanying a brake operation when the sport mode is selected, while when the normal mode is selected, It is set so as to allow on the condition that one of the winding road running or the aggressive running is detected by each of the detecting means.
A shift control apparatus for an automatic transmission. A shift control device for an automatic transmission in which a normal mode and a sport mode in which a shift characteristic line is higher than the normal mode are set as shift characteristics selectable by an occupant,
Shift control means for performing shift control based on the shift characteristics selected by the occupant, and for performing shift control to a low speed as a downshift accompanying a brake operation;
Winding road detection means for detecting that the vehicle is traveling on the winding road;
Aggressive traveling detection means for detecting that the vehicle is performing aggressive driving operation that generates a large acceleration in the vehicle body,
With
The shift control means always allows a continuous shift to the low speed stage during a shift down accompanying a brake operation when the sport mode is selected, while when the normal mode is selected, It is set to allow on the condition that both the winding road running and the aggressive running are detected by each of the detecting means,
A shift control apparatus for an automatic transmission. A shift control device for an automatic transmission in which a normal mode and a sport mode in which a shift characteristic line is higher than the normal mode are set as shift characteristics selectable by an occupant,
Shift control means for performing shift control based on the shift characteristics selected by the occupant, and for performing shift control to a low speed as a downshift accompanying a brake operation;
Aggressive traveling detection means for detecting that the vehicle is performing aggressive driving operation that generates a large acceleration in the vehicle body,
With
The shift control means always allows a continuous shift to the low speed stage during a shift down accompanying a brake operation when the sport mode is selected, while when the normal mode is selected, It is set to allow on the condition that the aggressive traveling is detected by the aggressive traveling detection means,
A shift control apparatus for an automatic transmission. A shift control device for an automatic transmission in which a normal mode and a sport mode in which a shift characteristic line is higher than the normal mode are set as shift characteristics selectable by an occupant,
Shift control means for performing shift control based on the shift characteristics selected by the occupant, and for performing shift control to a low speed as a downshift accompanying a brake operation;
Winding road detection means for detecting that the vehicle is traveling on the winding road;
With
The shift control means always allows a continuous shift to the low speed stage during a shift down accompanying a brake operation when the sport mode is selected, while when the normal mode is selected, It is set to allow on the condition that the winding road traveling is detected by the winding road detection means ,
A shift control apparatus for an automatic transmission. In any one of Claims 1 thru | or 4,
The downshift accompanying the brake operation is executed on condition that the engine speed at the low speed after the downshift is equal to or lower than a predetermined upper limit speed,
The predetermined upper limit rotational speed is set to be higher when the sport mode is selected than when the normal mode is selected.
A shift control apparatus for an automatic transmission. In any one of Claims 1 thru | or 3,
A shift control apparatus for an automatic transmission, wherein the aggressive running detection means detects aggressive running based on three types of accelerations of lateral G, deceleration G and acceleration G acting on the vehicle body.

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