JPH01176842A - Control device for automatic transmission - Google Patents

Abstract

PURPOSE:To enhance the feeling of acceleration by inhibiting a shift-up operation when a decelerating condition signal is inputted with a predetermined time period after a shift-up term being satisfied. CONSTITUTION:A control unit 8 receives a throttle opening degree, a vehicle speed from sensors 9, 10, and a signal from an idle switch 11, and a shift range judging means 14 controls speed shift along with a speed shift characteristic map. In this arrangement, after a shift-up term being satisfied, when a deceleration judging means 136 determines a deceleration within a predetermined time period which is set to be longer than the time elapsing from the time point of initiation of the acceleration to the time point of turn-on of the idle switch 11, a shift-up inhibiting means 15 inhibits a shift-up operation. It is noted that a shift-up operation by only one stage is carried out if the operating range is in a high engine load and high speed range within each shift range, and if a shift-up term is satisfied. Thus, it is possible to improve the feeling of acceleration.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a control device for an automatic transmission of an automobile, and more particularly to a control device for an automatic transmission of an automobile that improves deceleration feeling. It is related to.

In a car equipped with an automatic transmission disclosed in prior art Japanese Patent Application Laid-Open No. 58-30554, etc., the speed change characteristics are stored in advance in the form of a map in the control unit of the car, and the driving state is controlled according to this map. The shift range is automatically changed according to the shift range. In other words, the map that defines the shift characteristics usually shifts the predetermined shift range to higher gears as a function of engine load and vehicle speed so that fuel efficiency, gear ratio, engine output, emissions, etc. are optimized.
It has multiple lines (hereinafter referred to as shift up lines) that correspond to operating conditions that change the shift range to lower gears (hereinafter referred to as downshift lines). , when the operating state of the engine changes and these lines are crossed, shift control is performed to change the shift range to a higher gear or to a lower gear.

Problem to be Solved by the Invention However, when changing the shift range according to such a shift characteristic map, when the throttle valve is fully opened to decelerate, the shift range may change to a higher gear. There was a problem in that the deceleration feeling deteriorated due to upshifting. Specifically, regarding upshifts, a shift characteristic map usually has a plurality of shift up lines shaped as shown in FIG. 1, and these lines are arranged from right to left or Automatic transmissions are configured to shift up when operating conditions change from top to bottom, but for example, in operating condition A, the throttle valve is fully opened in an attempt to decelerate. Sometimes, the driving state changes from A to B and then to C, so inevitably the change from A to B causes the change from 2nd to 3rd gear, and then from B to C, from 3rd to 4th gear. There is a problem in that the driver is unable to obtain the feeling of deceleration expected by the driver, resulting in a feeling of idling.

OBJECTS OF THE INVENTION An object of the present invention is to provide a control device for an automatic transmission with improved deceleration feeling.

SUMMARY OF THE INVENTION It is an object of the present invention that when a deceleration state signal is manually generated within a predetermined time after the upshift condition is satisfied,
This is achieved by providing a shift-up prohibition means that prohibits up-shifting.

In the present invention, the deceleration state signal refers to a signal indicating that the idle switch or the brake switch is turned on.

In the present invention, the predetermined time needs to be set longer than the time required for the idle switch or the brake switch to turn on after deceleration starts, and is preferably set to a value as small as possible.

In a preferred embodiment of the present invention, the automatic transmission control device further determines whether the operating region is a high engine load, high vehicle speed operating region within each shift range,
When it is determined that the vehicle is in such an operating range, if the shift-up condition is satisfied, the vehicle is configured to include shift-up means that only shifts up the lunge. In high engine load and high vehicle speed operating ranges within each shift range, when decelerating so that the throttle valve opening is fully open (hereinafter referred to as full-open deceleration), prohibiting upshifts will cause the engine speed to increase. , since there is a risk of the engine speed increasing to the limit speed, only for the lunge,
It is desirable to shift up.

EXAMPLES Hereinafter, examples of the present invention will be described in detail based on the accompanying drawings.

FIG. 2 is an overall schematic diagram of an engine including an automatic transmission control device according to an embodiment of the present invention.

In FIG. 2, an intake passage 2 is connected to an engine 1, and a throttle valve 3 is provided in the intake passage 2 and is driven to open and close by an actuator 4 such as a DC motor. Further, an automatic transmission 5 is coupled to the engine 1, and the automatic transmission 5 has a plurality of shift solenoids 6a, 6b, 6c and a lock-up solenoid 7, and includes shift solenoids 5a, 5b, 5c is turned on and off, a hydraulic circuit (not shown) is switched, and a plurality of hydraulic fastening elements are selectively connected, thereby switching the transmission mechanism to a plurality of gear stages. Furthermore, by turning on and off the lock-up solenoid 7, a rotor-up clutch in a torque converter (not shown) is engaged or released.

Furthermore, a control unit 8 is provided, which includes a throttle valve opening signal detected by a throttle valve opening sensor 9, a vehicle speed detection signal detected by a vehicle speed sensor 10,
The on/off signal from the idle switch 11 and the engine speed detection signal detected by the engine speed sensor 12 are input, and based on these input signals, the control unit 8 performs predetermined calculations and controls the throttle valve 3. A throttle valve opening control signal is sent to the actuator 4 to be driven, and the speed change solenoids 6a, 6b, 6c
and the lock-up solenoid 7.
A lock-up control signal is output to each.

FIG. 3 shows a block diagram inside the control unit 8, and the control unit 8 includes:
The throttle valve opening signal detected by the throttle valve opening sensor 9 is input, and the deceleration determining means 13 determines whether or not the vehicle is in a deceleration state. The detected vehicle speed detection signal is input, and based on these input signals, it is determined whether or not the shift-up condition and the shift-down condition are satisfied according to the shift characteristic map shown in FIG. A deceleration determination signal is input from the shift range switching determination means 14 and the deceleration determination means 13 that output a shift down signal, and a shift up signal is input from the shift range switching determination means 14. Furthermore, within a predetermined time, the idle switch 1
Shift-up prohibition determination means 15 that generates and outputs a shift-up prohibition signal when an on signal is input from 1.
Based on the throttle valve opening signal input from the throttle valve opening sensor 9 and the vehicle speed detection signal input from the vehicle speed sensor 10, it is determined whether or not the current shift range is in the high engine load, high vehicle speed driving range. If it is determined that the engine is in a high engine load and high vehicle speed driving range, an immediate upshift signal is generated and output to immediately perform a one-step upshift when the upshift conditions are met. The immediate shift up means 16 and the shift range switching signal of the shift up signal or shift down signal from the shift range switching determination means 14, the shift up prohibition signal from the shift up prohibition determination means 15, and the immediate shift from the immediate shift up means 16. Upon receiving the up signal, the shift solenoid 6a
, 5b, and 6C.

FIG. 4 is a flowchart showing a method of speed change control by the automatic transmission control device according to the present embodiment.

In FIG. 4, first, the throttle valve opening sensor 9
Throttle valve opening signal detected by vehicle speed sensor lO
Detected vehicle speed detection signal and engine rotation speed sensor 1
The engine rotation speed detection signal detected by No. 2 is manually input to the control unit 8 and read.

Next, the shift range switching determination means 14 determines whether the driving state has passed the shift up line or the shift down line, according to the stored shift characteristic map, and when it is determined that the driving state has not passed the shift up line or the shift down line, , it does not generate or output any signals.

On the other hand, when it is determined that the downshift line has been passed, a downshift signal is output to the solenoid selection means 17, and the solenoid selection means 17 selects the shift solenoid 5a so that a downshift is performed.

Select 5b and 6c.

On the other hand, when it is determined that the shift up line has been passed, the shift up signal is transmitted to the solenoid selection means 1.
Output to 7.

Next, based on the input signal from the throttle valve opening sensor 9, the deceleration determining means 13 determines whether or not the vehicle is in a decelerating state. When it is determined that the deceleration state is not present, the deceleration determination signal is not generated, and the upshift prohibition determination means 15
Since no signal is output during this period, the upshift prohibition determination means 15 is activated, and the solenoid selection means 17 is activated so that the upshift is performed in accordance with the upshift signal from the shift range changeover determination means 14. select the solenoids 6a, 6b, and 6c. In this way, even if the driving condition changes and the shift-up line is passed, the vehicle is not in a deceleration condition and is not in a deceleration condition, for example, when the driving condition changes from D to E in FIG. When changing according to the pattern, upshifting is performed immediately to prevent discomfort caused by a delay in upshifting.

On the other hand, when the deceleration determination means 13 determines that the deceleration state is present, the next step is to determine whether or not the engine operating state is in the high engine load, high vehicle speed operating region in that shift range. This is determined by the immediate upshift means 16.

As a result, the operating state is, for example, 1st gear F.
When it is determined that the shift range is in the high engine load and high vehicle speed driving range, the driving state changes from F to A.
, B, and C, if upshifting is prohibited, the engine speed may exceed the engine speed limit. The immediate shift-up means 16 generates an immediate shift-up signal and outputs it to the solenoid selection means 17 so that the shift-up is performed. 2
The same is true when the vehicle is in the driving state of G (speed) and H (third speed).

Solenoid selection means 17 that receives an immediate shift up signal
selects the shift solenoids 5a, 5b, (ic) in accordance with the upshift signal from the shift range switching determination means 14 so that upshifting is performed only once.

On the other hand, when it is determined that the driving state is not in the high engine load and high vehicle speed driving region, the upshift prohibition means 15 determines whether or not an on signal is manually input from the idle switch 11 within a predetermined period of time. Determine whether

When the on signal is manually inputted from the idle switch 11, that is, when it is determined that the fully closed deceleration is in progress, the upshift prohibition signal is transmitted to the solenoid selection means 17.
Output to. Here, the predetermined time needs to be set longer than the time required for the ON signal to be input from the idle switch 11 to the control unit 8 after the operating state crosses the shift up line, but it is necessary to In order to obtain a good result, it is desirable to set the value as small as possible within that range. For example, it is set to about 0.5 to 1 second. Further, to determine whether or not the on signal is manually inputted from the idle switch 11 within the required time, set the timer value TM to a predetermined time TMO, and check whether or not the on signal is inputted from the idle switch 11 after TMO has elapsed. It is easy to do this by In this way, when the shift-up prohibition signal is input from the shift-up prohibition means 15, the solenoid selection means 17 does not shift up even if the shift-up signal from the shift range switching determination means 14 is manually input. , select the previous shift solenoids 5a, 6b, and 5c.

On the other hand, when the on signal is not manually input from the idle switch 11 within the predetermined time, it is considered that the deceleration is not fully closed, so the upshift prohibition means 15 does not generate the upshift prohibition signal, and therefore the solenoid selection means 17
selects the shift solenoids 5a, 5b, and 5c so that an upshift is performed in accordance with an upshift signal from the shift range switching determination means 14.

As described above, according to this embodiment, in the case of fully closed deceleration, upshifting is prohibited even if the upshift condition is satisfied, so that upshifting is performed during fully open deceleration, resulting in deceleration It is possible to prevent the ring from deteriorating and causing a feeling of dry running, and when the upshift condition is satisfied when fully closed deceleration is performed from the high engine load and high vehicle speed driving range of each shift range, By immediately shifting up by one gear, it is possible to prevent the engine speed from exceeding the limit engine speed and improve the deceleration feeling. Furthermore, in a normal driving pattern that does not involve deceleration, if the upshift condition is met, the upshift is immediately executed, so it is possible to prevent the driver from feeling uncomfortable due to a delay in upshifting.

The present invention is not limited to the above-mentioned examples, and various modifications can be made within the scope of the invention described in the claims, and these are also included within the scope of the present invention. It goes without saying that there is.

For example, in the embodiment described above, the control unit 8 is provided with a deceleration determining means 13, a shift range switching determining means 14, an upshift prohibition determining means 15, an immediate upshifting means 16, and a solenoid selecting means 17, respectively. However, these means do not need to be physical devices, and it is also within the scope of the present invention if the control unit 8 is configured with a microcomputer, etc., and these functions are realized by software. included in.

Further, in the embodiment described above, it is determined whether the deceleration is fully closed or not based on the on/off signal of the idle switch 11, but it is determined whether the deceleration is fully open or not based on the on/off signal of the brake switch. You can.

Effects of the Invention According to the present invention, it is possible to obtain a control device for an automatic transmission with improved deceleration feeling.

[Brief explanation of the drawing]

FIG. 1 is a graph showing an example of a shift characteristic map. FIG. 2 is an overall schematic diagram of an engine including a control device for an automatic transmission according to an embodiment of the present invention, FIG. 3 is a block diagram inside the control unit, and FIG. 4 is an embodiment of the present invention. 3 is a flowchart showing a speed change control method in the automatic transmission control device according to the present invention. DESCRIPTION OF SYMBOLS 1... Engine, 2... Intake passage, 3... Throttle valve, 4... Actuator, 5... Automatic transmission, 6a, 5b, 6c... Shift solenoid, 7...
・Lock-up solenoid, 8・φ・control unit, 9...throttle valve opening sensor, 10...vehicle speed sensor, 11...idle switch, 12...engine speed sensor, 13...deceleration Judgment means, 14... Shift range switching judgment means, 15... Shift up prohibition judgment means, 16... Immediate shift up means, 17... Solenoid selection means. Tongue L→[→Tzw side

Claims (2)

[Claims] (1) In an automatic transmission control device that performs gear change control when a predetermined shift range switching condition is satisfied based on the throttle valve opening degree and vehicle speed, within a predetermined time after the shift up condition is satisfied. 1. A control device for an automatic transmission, comprising a shift-up inhibiting means for inhibiting shift-up when a deceleration state signal is input. (2) In the automatic transmission control device according to claim 1, the control device further determines whether or not the operating region is a high engine load, high vehicle speed operating region within each shift range; 1. A control device for an automatic transmission, comprising a shift-up means that performs a shift-up of only one range if a shift-up condition is satisfied when it is determined that the vehicle is in an operating range.