JPH01279150A - Device for controlling automatic transmission - Google Patents

Abstract

PURPOSE:To obtain prompt run feeling by letting a shift-up operation of an automatic transmission be controlled based on only vehicle speeds, and letting a shift-down operation be controlled based on both vehicle speeds and engine loading when a cornering or a high land running control pattern is selected. CONSTITUTION:Signals about an accelerator footing stroke, vehicle speeds, a steering angle, gear positions and the like from sensors 11 through 14 and the like, and signals about mode selection, braking and the like from switches 15 and 16 are inputted into a control circuit 10 so that the circuit judges whether a vehicle is in a cornering condition such as that for winding roads and the like or in a high land running condition. And when the cornering condition or the high land running condition control pattern is selected, a shift-up operation of an automatic transmission is controlled based on only vehicle speeds, and a shift-down operation is controlled based on both vehicle speeds and engine loading. By this constitution, prompt run feeling can be obtained, a vehicle can thereby be accelerated smoothly and promptly depending on the demand for acceleration by a driver.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a control device for an automatic transmission, and in particular, when a specific driving condition of a vehicle occurs, such as a cornering driving condition or a high-altitude driving condition, the present invention relates to a control device for an automatic transmission. The present invention relates to a control device for an automatic transmission that can perform control.

(Prior Art) In controlling an automatic transmission, it is known that a predetermined shift pattern is provided, the shift pattern is selected depending on the driving condition of the vehicle, and the shift control is performed in accordance with the selected shift pattern. It is.

For example, the driver operates a manual switch with two shift patterns: economy mode, which emphasizes fuel efficiency, and power mode, which emphasizes agile driving sensation and shifts at higher speeds than economy mode. Vehicles are known that are equipped with an automatic transmission that allows one of the transmission patterns to be selected.

Such a shift pattern is generally stored as a map, and such a map determines the gear position based on a shift line as a function of engine load and vehicle speed. is configured to shift down as the engine load increases, and to shift up as the vehicle speed increases when the engine load is constant.

Further, Japanese Utility Model Publication No. 61-154126 discloses a control device for an automatic transmission that changes the shift line of the shift pattern to the high speed side when the vehicle is turning.

According to this control device for an automatic transmission, since the vehicle is driven in a relatively low gear, it is possible to obtain a preferable and agile driving feeling during cornering.

In addition, engine output decreases when driving at high altitudes, so
Similarly, a control device for an automatic transmission is also known that controls the transmission to select a relatively low gear by changing the shift line of the shift pattern to the high speed side.

(Problem to be Solved) However, there are various aspects in specific driving states such as turning or high-altitude driving, and it is a challenge to appropriately determine escape from such specific driving states. In the method disclosed in the above-mentioned Japanese Utility Model Application Publication No. 61-154126, the gear change operation is performed according to the one during cornering even when the vehicle is out of the cornering state, or conversely, even when the vehicle is turning However, the shift pattern may change, and even if the driver presses the accelerator to request acceleration, it is difficult to downshift and the acceleration request cannot be responded to properly or promptly. However, there is still room for further improvement.

In particular, when a vehicle travels on a continuous curved road, that is, a winding road, or a specific travel route different from a normal travel route such as a highland, it is necessary to appropriately and quickly determine that the vehicle has escaped from such a specific travel route. It is important to cancel specific driving controls such as turning driving control or high-altitude driving control in order to perform an appropriate gear shifting operation.

Furthermore, for a vehicle traveling on the above-mentioned specific road, such as a winding road or a highland, even when a specific control such as turning control or highland driving control is being performed, the driver may not be able to operate on the same driving condition as on a normal road. It is also important to be able to respond smoothly and quickly to acceleration requests.

The present invention was made in view of these circumstances, and
To provide a control device for an automatic transmission capable of accelerating a vehicle by smoothly and quickly responding to a driver's acceleration request even when the vehicle is traveling on a specific travel route using travel control suitable for the travel route. The purpose is to

The present invention further provides that, when the vehicle escapes from the above-mentioned specific travel route, it accurately determines whether the vehicle has escaped from the particular travel route, and smoothly and reliably cancels the specific travel control such as turning travel control or high-altitude travel control. The object of the present invention is to provide a control device for an automatic transmission that can perform the following functions.

(Means for Solving the Problems) The second object of the present invention is to perform speed change control by selecting a first speed change pattern set in advance according to at least vehicle speed and engine load, and furthermore, to In a control device for an automatic transmission that selects a second shift pattern that is set differently from the first shift pattern so as to limit the shift operation when the shift pattern is detected, the second shift pattern includes: The gear shifting operation of the automatic transmission is performed based only on the vehicle speed in the upshifting operation of the automatic transmission, and based on the vehicle speed and the engine load in the downshifting operation of the automatic transmission. This is accomplished by configuring the automatic transmission control device to control the transmission.

A second object of the present invention is that the driver turns on the set switch of the constant speed traveling device to start operation of the constant speed traveling device when the driver is driving on a specific road such as a winding road or high altitude. Based on the knowledge that escape from the road is judged or anticipated, a first shift pattern preset according to at least the vehicle speed and engine load is selected to perform shift control, and In a control device for an automatic transmission that selects a second shift pattern that is set differently from the first shift pattern so as to limit the shift operation when the condition is detected, the control device operates a constant speed traveling device. This is achieved by configuring the control device of the automatic transmission to release the shift control based on the control pattern when the automatic transmission is started or when the constant speed traveling device is operating.

In the present invention, the second shift pattern that is set differently from the first shift pattern so as to limit the shift operation refers to a normal driving mode, such as an economy mode or a power mode, which is provided in the control device. In addition to the shift pattern modified so that the gear position is determined based only on the vehicle speed by using the first shift pattern for road use and setting the engine load etc. to a predetermined value in the shift-up determination, In the up determination, a shift line that is not affected by the engine load may be used, that is, a shift pattern may be specially set so that the gear position is determined based only on the vehicle speed.

Note that the engine load mentioned above includes not only the engine load detected based on the amount of accelerator depression, intake pressure, or throttle opening, but also the detected values such as the amount of accelerator depression, intake pressure, or throttle opening. It is something.

In selecting the second shift pattern, for example, in the case of cornering control, road conditions such as downhill or uphill, or driving factors such as steering wheel angle, vehicle speed, and accelerator operation amount are determined. Furthermore, when selecting a high-altitude driving pattern, factors such as the detection value of an atmospheric pressure sensor are used for the determination.

(Function) According to the present invention, when a specific driving condition is detected, for example, a turning driving condition or a high-altitude driving condition that occurs when driving on a winding road or high altitude, the automatic The transmission control device selects a specific second shift pattern, such as a cornering control pattern or a high altitude driving control pattern.

When the specific second shift pattern etc. is selected, the upshift operation of the automatic transmission is controlled based only on the vehicle speed so that the shift operation is limited by the second shift pattern. , the vehicle is not affected by the engine load (therefore, even when the accelerator is depressed, the vehicle does not shift up unless the vehicle speed increases, and the vehicle runs at a relatively low gear, thus providing a sensitive driving feeling.

On the other hand, the downshift operation of an automatic transmission is controlled based on the vehicle speed and engine load, so that the downshift operation is performed as the engine load increases. When it increases, the automatic transmission shifts down, making it possible to quickly respond to the driver's acceleration request and accelerate the vehicle.

Also, the driver turns on the constant speed traveling device,
That is, when an operation for starting constant speed driving control is performed and the operation of the constant speed driving device is started, or when the constant speed driving device is activated, the control device controls the operation of a specific driving road, for example, a winding road. Alternatively, assuming that the vehicle has already escaped from the highland, control based on a specific second shift pattern, for example, turning travel control or highland travel control, is canceled and travel control using a constant speed travel device is performed. This makes it possible for the driver's judgment, which can most accurately and quickly detect or predict the state of the road ahead, to be used in deciding whether to leave a particular road, or It becomes possible to reflect the driver's intention in specific driving control, etc., and it is possible to reliably and smoothly cancel the specific driving control, etc. and shift to constant speed driving.

(Example) Hereinafter, examples of the present invention will be described with reference to the drawings.

FIG. 1 shows a schematic diagram of an automobile power unit including an automatic transmission control device of the present invention, in which an engine 1 is connected to an automatic transmission 4 consisting of a torque converter device 2 and a transmission 3. ing. Output shaft 5 of automatic transmission 4
is connected to wheels (not shown) via a universal joint 6 and a propeller shaft 6a.

The intake device 7 includes a throttle valve 8 that controls the amount of intake air in response to operation of an accelerator pedal (not shown).
This throttle valve 8 is a throttle actuator 8a.
Driven by

The transmission 3 is equipped with a hydraulic mechanism, and by appropriately switching and controlling the hydraulic pressure introduction path of this hydraulic mechanism, an appropriate gear stage can be automatically obtained. The hydraulic path of the hydraulic mechanism of the transmission 3 can be switched by actuating a solenoid valve 9, which includes a plurality of shift solenoid valves 9a and lock-up solenoid valves 9b built therein.

The automatic transmission control device of this example includes a control unit 10 incorporating a microcomputer to control the throttle actuator 8a for the throttle valve 8 and the solenoid valve 9.

The control unit 10 includes an accelerator depression amount sensor 11 that detects the amount of accelerator depression, a vehicle speed sensor 12 that detects the vehicle speed, a steering angle sensor 13 that detects the steering angle of the steering wheel, and a gear position sensor that detects the shift position of the transmission 3. 14. Signals are input from a mode selection switch 15 for selecting a mode of a shift pattern, a brake switch 16 for detecting depression of the brake pedal, and the like. The gear position sensor 14 stores ON and OFF states of the gear shift solenoid valve 9a.
By knowing the combination, gear position information can be input to the control unit 10.

The control unit 10 outputs a signal to the throttle actuator 8a based on the signals from the sensors 11 to 14 and the switches 15 and 16, and outputs a signal to the throttle valve 8a.
In addition to controlling the opening degree of the gear shift solenoid valve 9
A is controlled to set an appropriate gear position.

In this case, the control unit 10 stores two preset first shift patterns as a map: an economy mode that emphasizes fuel efficiency as shown in FIG. 2, and a power mode that emphasizes driving as shown in FIG. One of these patterns is selected according to the signal from the switch 15, and according to the signals from the vehicle speed sensor 12 and the accelerator pedal depression amount sensor 11, a shift control signal is applied so as to obtain a gear position based on the shift line of the selected pattern. It is designed to be output to the speed change solenoid valve 9a.

The shift control of this example will be explained below.

In the control of this example, the vehicle is traveling downhill, the vehicle is in an acceleration state, or the vehicle is in a deceleration state, and the steering is greater than a predetermined value and the vehicle speed is If it is larger than a predetermined value, it is determined that the vehicle has entered a winding road, and the speed change control during turning is performed.

Referring to Figures 4A-4D, control unit 1
0 first reads the accelerator depression amount α based on the signal from the accelerator depression amount sensor 11, and the vehicle speed ■ based on the signal from the vehicle speed sensor 12 (S1, S2).

Then, the vehicle acceleration (dV/dt) is calculated from the change in the vehicle 4v (S3).

Next, the brake signal from the brake switch 16 indicating whether the brake is depressed is read (S
4). In addition, the mode signal M from the mode selection switch,
and the steering angle signal Q from the steering angle sensor 13 (S5, S6).

Next, the control unit 10 determines the value of the winding road flag ridge indicating whether the vehicle is traveling with the turning travel shift pattern selected (S7).

The value of the winding road flag is 1 when the turning shift pattern is selected, and the value of the winding road flag is 1 when the turning shift pattern is selected.
If the vehicle is traveling according to the speed change pattern shown in FIG.

In step (S7), if the determination is NO, that is, if the vehicle is traveling according to the normal first shift pattern, the control unit 10 next determines whether the accelerator depression amount α is greater than or equal to the predetermined value α1. It is determined whether the brake is on or not based on the brake signal Br (S8, S9).

Then, when the determinations in steps (S8) and (S9) are both NO, the control unit 10 next sets the accelerator depression amount α to the predetermined value α. , for example, is smaller than 3'1, that is, it is determined whether the accelerator pedal is not substantially depressed (SIO).

The accelerator depression amount α is a predetermined value α. (Therefore, if it is determined that the accelerator is not depressed, the control unit 10 should not determine the value of the slope flag F that determines whether the vehicle is traveling downhill.)
11.512), performs the downlink assumption determination described below.

By the way, when a driver determines that the vehicle will enter a downward descending state while driving on a normal road, he or she generally takes his foot off the accelerator pedal, that is, releases the accelerator. Because there is a slight difference in
As shown in Figure 5, the subsequent changes in vehicle speed include two cases: the vehicle decelerates once when the accelerator is released, and then accelerates due to the downhill slope of the road (characteristic line a), and the other where the timing of the accelerator release is slightly delayed and the hypothetical downhill course occurs. The inventor has discovered that there are cases in which the vehicle does not decelerate due to vehicle inertia because the accelerator is released when the vehicle enters the vehicle, but then accelerates due to the downhill slope of the road (characteristic line b).

In the downlink tentative determination in this example, based on this knowledge,
The predetermined conditions as explained below are determined, and when a change in vehicle speed after releasing the accelerator as shown in the characteristic line a above, or a change in vehicle speed as already shown in the above characteristic line is detected, the vehicle descends. It is determined that the state has entered a hypothetical state.

The slope flag F is O when the vehicle is not in the hypothetical downhill running state, and is 2 when the vehicle is in the hypothetical downhill running state. In addition, when the slope flag F=1, there is a possibility that the vehicle will enter the downhill hypothetical running state, but it has not yet been determined that the vehicle is in the downhill hypothetical running state, that is, the vehicle speed will decelerate after the accelerator is released. This indicates that the control unit 10 is in a state where it has detected that something has happened.

If the vehicle is not traveling downhill but traveling on a normal road, for example a flat road, the slope flag F is set to O.
Therefore, both of these judgments S'll and S12 are N
0, and the control unit 10 next determines whether or not the vehicle body acceleration (dV/dt) is negative (S1
3).

As mentioned above, when the vehicle approaches a downhill slope while driving on a normal road with the slope flag F.0, the driver releases the accelerator just before the downhill slope, so a slight deceleration occurs in the vehicle body ( (See characteristic line a in Figure 5). That is,
The determination in the above step (S13) is YES.

If the vehicle body acceleration (dV/dt) is negative, steps (314 to 8) determine that this state continues for a certain period of time.
Confirm in step 18) and set the slope flag F=1.

Then, at the next execution, since the determination in step (S12) is YES, the control unit 10
Next, it is determined whether the vehicle body acceleration (dV/dt) is positive (S19). This is because deceleration occurs once when the accelerator is released before the slope, but then the acceleration (dν/dL) becomes positive due to the inertial force of the vehicle body because the road is sloped downhill. This is to determine whether or not the vehicle is in the hypothetical downhill state. After confirming in steps (320-523) that this acceleration state continues for a certain period of time, it is determined that the slope is downhill by setting the slope flag F.2 (S24).

The above downhill provisional determination procedure can be applied to the case where the vehicle speed changes as shown by the characteristic line a in FIG. 5, but when the vehicle is approaching a downhill slope,
There are cases where the driver releases the accelerator after the vehicle is tilted, and in that case, the vehicle speed changes as shown in the characteristic line in Figure 5 above, that is, the vehicle speed changes after traveling without decelerating due to the inertia of the vehicle body. The vehicle speed changes as it accelerates depending on the downhill slope.

In the control of this example, downhill running can be detected even in such a case, and a deceleration state does not occur, so when the determination in step (513) is NO, the control unit 10 detects 3 sales in step S2. The entered vehicle speed ■ is stored as the initial minimum vehicle speed Vmin, and after a predetermined period of time has passed, if the vehicle speed ■ exceeds the vehicle speed νmin and increases to a constant value νa or more, it is recognized as downhill driving and the slope flag F=2 is set. (825-528).

Next, determination of the acceleration state and deceleration state of the vehicle will be explained.

In the determination of the acceleration state of the vehicle, if the determination in step (S8) is NO, that is, if the accelerator depression amount α is greater than the predetermined value α, the automatic transmission will perform a downshift operation (S29) or the vehicle body acceleration ( dV/dt) is larger than a predetermined value dV1, it is determined that the vehicle is in an accelerating state (S30). In addition, in determining the deceleration state of the vehicle, the brake is depressed (S9) and the vehicle body acceleration (dV
/dt) is smaller than the predetermined value dV2, the control unit 10 determines that the vehicle is in the deceleration state (S31).

In each of the above determination procedures, if it is determined that the vehicle is not traveling downhill, accelerating, or decelerating, the control unit 10 sets flag -F. Set to O (532
).

Then, the signal 53 of the mode selection switch 15 is judged.
3) If the power mode is selected, the third
Select the shifting pattern shown in the diagram; if not,
Select the shift pattern shown in Fig. 2 (S34.535
).

In this case, the control unit 10 determines the value of the winding road flag ridge (S36) and
・In the case of 0, that is, in a driving state with a normal shift pattern, a shift-up determination is made when the shift-up line in FIG. 2 or 3 is crossed in the shift-up direction (S37); Alternatively, if the shift down line in FIG. 3 is crossed in the downshift direction, a downshift determination is made (S38). This gear change determination procedure is conventionally performed normally, so a detailed explanation will be omitted.

Next, the control unit IO determines the value of the winding road flag -F (S39), and since the flag is WF-○ in normal driving conditions, it determines whether to perform lock-up control (S40). )
. In this step, a lock-up determination is made when the lock-up engagement line of the shift pattern shown in FIG. 2 or 3 is crossed, and a lock-up release determination is made when the lock-up release line is crossed.

Based on the results obtained in the above procedure, the control unit 1o controls the lock-up solenoid valve 9b to apply a predetermined gear to the gear-change solenoid pulp 9a, and in some cases to put it in a lock-up state. A control signal is output to (S41).

In the next step, the control unit 1o determines the value of the flag (S42) and sets the throttle valve opening signal T for the accelerator depression amount α depending on whether the vehicle is turning or normal travel. do.

During normal driving with flag -F=O, the basic throttle valve opening T is determined based on a predetermined map as shown in FIG.
, and a predetermined gain G set corresponding to the accelerator depression amount α, that is, the throttle valve opening signal T is set to the throttle valve opening TXG that follows the characteristic line C in the figure (S43).

By giving the throttle valve opening signal T so as to follow the characteristic curve C, the sensitivity of the throttle valve opening signal T to the accelerator depression amount α becomes high during normal driving.
A more sensitive driving feeling can be obtained.

The obtained signal T is then output to the throttle servo system, that is, the throttle valve actuator 8a, to adjust the opening degree of the throttle valve 8 to a predetermined opening degree (S44).

Next, shift control when the vehicle is turning, that is, when the vehicle is traveling on a winding road, will be explained.

The control unit 10 performs the steps (S10 to
528), step (S29.53)
If either the acceleration determination in step 0) or the deceleration determination in step (S31) is YES, it is determined whether or not to control the winding road. In making this determination, in this embodiment, the control unit 10 first determines whether the vehicle is in a constant speed driving control state (S45). The constant speed running state can be known by detecting the state of a control flag for constant speed running control (not shown).

If the vehicle is not in a constant speed running state (S45), the vehicle speed (2) and a predetermined vehicle speed (2) are compared and determined (S46). In the control of this example, when the vehicle speed is extremely low, for example, ■=lQkm/
Since it is generally not necessary to perform turning control at around h, the vehicle speed ■ is compared with a predetermined vehicle speed Vl to determine whether the vehicle speed V is greater than the predetermined vehicle speed ■1 (S46
). Then, when the vehicle speed ■ is larger than the predetermined value ■1, the reference value of the steering angle, that is, the steering angle threshold value Q0, for determining whether or not to perform turning control is determined from the value of the vehicle speed V (S47).
.

In this case, the steering angle threshold value Q0 is set in accordance with the vehicle speed (2) based on a map as shown in FIG. According to this, as the vehicle speed ■ increases, the value of the steering angle threshold value Q0 decreases.

Next, the control unit IO determines the current steering angle Q.
It is determined whether or not is larger than the steering angle threshold value Q0 determined above (348).

If steering angle Q> steering angle threshold value Q0, the control unit 10 uses the continuous flag F and the counter to check whether this state continues for a certain period of time.84
9 to 552), sets the winding road flag ridge to 1 and determines whether to perform gear change control during cornering (S
53).

Then, as mentioned in the explanation of the shift control during normal driving, the mode is determined in step (S33), and based on this, the shift pattern shown in FIG. 2 or 3 is selected (S34.535). ).

Next, the control unit 10 performs step (S3
In 6), the value of flag -F is determined. in this case,
Since the flag is WF・1, the actual accelerator depression amount α read earlier (SL) is stored as the predetermined accelerator depression amount α2, and the gear position that optimizes the driving force on the winding road is set based on the accelerator depression amount α. A predetermined accelerator depression amount A to be selected is set, for example, 70% (S54').

In this way, regardless of the value of the actual accelerator depression amount α,
The accelerator depression amount α is set to the predetermined accelerator depression amount A, that is, 70%.
This operation is set to 70 when the value of the accelerator depression amount α in the shift pattern of FIG.
%, and perform shift up judgment as if it were %.
This means that the upshift determination is made based only on the value of the vehicle speed V, regardless of the actual accelerator depression amount α.

Then, the control unit 10 uses the current vehicle speed V and the accelerator depression amounts α and 70χ set above.
A predetermined gear position is read from the shift pattern shown in FIG. 2 or 3 and a shift-up determination is made (S55) in the same manner as the step (S37) explained in the normal driving control.
).

On the other hand, in this example, in the shift down determination, in order to ensure acceleration when the accelerator is depressed and to quickly respond to the driver's acceleration request, the actual, that is, the actual accelerator depression amount α (Sl) is used. The gear stage is selected based on the following. For this purpose, control unit 1
0, first, the accelerator depression amount α set to 70% in step 354 is changed to the actual accelerator depression amount αt previously stored.
The process returns to (S54). Furthermore, based on the actual, that is, actual accelerator depression amount α2 restored in this way, a predetermined gear stage is selected from the shift pattern of FIG. 2 or FIG. is read and a downshift judgment is made (S57).

Thus, in the shift amplifier determination, the gear position is read from a predetermined shift pattern based only on the vehicle speed, and in the downshift determination, the gear position is read based on the actual accelerator depression amount α and the vehicle speed V, as in normal driving. will be read.

In this embodiment, the accelerator depression amount A used for the above-mentioned shift-up determination is different from that shown in FIG. 2 or FIG. In the shift pattern shown in FIG. 3, an accelerator depression amount of 70% is used that does not cause hunting in the shift amplifier and downshift.

In addition, in the control of steps (854 to 557), the accelerator depression amount α used for shift amplifier determination is set to a predetermined value A, and the shift pattern in FIG. I'm trying to get a dan, but
Ultimately, this means that a shift-up decision is made based only on the vehicle speed. Therefore, Fig. 8 or 9
As shown in the figure, the shift up line of the shift patterns in FIGS. 2 and 3 is changed so that the shift up determination is not affected by the accelerator depression amount α, that is, the shift pattern for cornering is changed. The second shift pattern is specially memorized as a separate map, and during cornering, the second shift pattern is used to determine upshifts and downshifts in the same manner as during normal driving, and the predetermined gear position is read. You can also do it. In this case, since the vehicle is not subject to the restrictions of the first shift pattern for normal driving, it becomes possible to construct a shift diagram more suitable for winding roads.

By performing such control, the speed change control during turning driving control has a lower speed than the speed change control during normal driving.
This tends to select a gear on the lower speed side, providing a more agile driving feel, and when the driver depresses the accelerator to request acceleration, it shifts down to a lower gear according to the amount of accelerator depression, allowing the driver to quickly This makes it possible to meet the acceleration demands of

Next, the control unit 10 performs step (S3
In step 9), the value of the flag ridge is determined.

In the control of this example, lock-up is not performed when turning travel control is performed, so if the lock-up state is present, it is released (S58
).

This makes it possible to solve the problem of insufficient torque in a lock-up state in turning control.

Furthermore, since the gain G is set to O in the throttle valve opening degree control during turning control, the control unit 10 employs the basic throttle valve TI+ as the throttle valve opening degree signal T (S59).

That is, the throttle valve opening signal T is obtained according to the characteristic line C in FIG.

This makes it possible to solve the problem of unreasonably increasing accelerator sensitivity and deteriorating the controllability of the vehicle during cornering where the vehicle frequently travels in a low speed gear as described above.

Next, a procedure for canceling the turning control will be explained.

In step (S7), if the flag is WFd, the control unit 10 sets a timer value T1 for terminating the vehicle speed-sensitive turning control (S60
).

In this case, the timer value T1 is set in accordance with the value of the vehicle speed V at which the vehicle is turning in accordance with a map as shown in FIG.

Next, a steering angle threshold value Q for terminating vehicle speed-sensitive turning control is set (S61).

In this case, the steering angle threshold value Q is set according to the value of the vehicle speed V that is turning in accordance with the characteristics indicated by the broken line in the map in Figure 7 used when starting the turning control described above. .

If the vehicle speed (2) is less than the predetermined value (2), there is no need for turning control, and the turning control is automatically ended (S62.563).

Furthermore, if the steering angle Q is smaller than the steering angle threshold value Q set above (S64), the turning control is ended after confirming that this state will continue for a certain period of time.

That is, in step (S64), if the steering angle Q is equal to the steering angle threshold value Q, a continuous flag F indicating a continuous state is determined (S65), and the flag F is set to 1 and the value of the counter is is set to O (S67).

Then, the value of the counter is determined (S67), and the value is incremented by 568 until the value reaches the timer value T set above.
), the timer value T is exceeded, the flag WF is set to 0.

By controlling in this way, as the vehicle speed V increases, the turning control can be released in a relatively short time.

Furthermore, in this embodiment, even when the vehicle starts constant speed driving control, turning driving control is also canceled. The constant speed running state can be determined by detecting the state of the control flag for constant speed running control (not shown) as described above. When the control flag indicates a constant speed running state, the control unit 10 sets the slope flag F1, the winding road flag WF, and the continuous flag F to all 0 (545.545a). Stella 7 with shift control during normal driving as described in
” (S33-544), a shift-up, a shift-down determination, a lock-up determination, etc. are performed, and the process moves to the next cycle.

In this way, when the constant speed driving state starts, the turning driving control is canceled immediately.In most cases, the driver turns on the constant speed driving control switch during the turning driving control. This is because we focused on the fact that it is thought that the driver has determined that he or she has passed the winding road.As a result, the driver's judgment that can reliably determine whether he or she has left the winding road can be used as the condition for canceling the turning control, making it even more effective. Turning control can be canceled reliably and smoothly.

It goes without saying that the present invention is not limited to the above-mentioned examples, but can be modified in various ways within the scope of the claims, and these are also included within the scope of the present invention. Nor.

For example, in this embodiment, the shift pattern has been explained as a shift map based on the accelerator depression amount and the vehicle speed, but the shift pattern is stored in a shift control device that is stored as a shift map based on, for example, the throttle opening and the vehicle speed. However, it is easily applicable.

Further, in the above embodiment, the value of the engine load during winding driving is changed and the speed change control is performed using the speed change patterns shown in FIGS. 2 and 3. Shift control may be performed according to a special shift pattern for winding driving. Note that the shift up line from 3rd speed to 4th speed in FIG. 9 is based on the shift pattern shown in FIG.
This line corresponds to the case where it is set to about 50%.

Further, in this embodiment, the tentative downhill determination is made based on the change in vehicle speed after the accelerator is released, but it is also possible to make the tentative downhill determination using a downhill plate detecting means such as a slope sensor.

Furthermore, although the above-mentioned embodiment has described the turning travel control pattern, other specific travel controls, such as high-altitude travel control, may also be applied to the downhill tentative determination, deceleration determination, acceleration determination, steering angle determination, etc. in the above flowchart. It goes without saying that the present invention can be very easily applied to high-altitude travel control by replacing the determination with high-altitude travel determination using an atmospheric pressure sensor.

(Effects) The present invention is configured as described above, and according to the present invention,
When the turning driving control pattern or the high altitude driving control pattern is selected, the upshift operation of the automatic transmission is controlled based only on the vehicle speed, so unnecessary upshifting is prevented and relatively low speed gears are controlled. As a result of driving at this speed, a sensitive driving sensation is obtained, and the downshift operation is controlled based on vehicle speed and engine load, ensuring acceleration when the accelerator is pressed and responding quickly to the driver's acceleration requests. can accelerate the vehicle. (Thus, the present invention provides a control device for an automatic transmission machine that is capable of obtaining quick running maneuvers in turning driving conditions or high-altitude driving conditions, and that can accelerate the vehicle in response to the driver's acceleration request smoothly and quickly. It becomes possible to provide

Further, according to the present invention, when the driver performs an operation to start constant speed driving control and starts using the constant speed driving device, or when the constant speed driving device is activated, turning driving control, etc. This makes it possible to use the judgment of the driver, who can accurately and quickly judge whether to exit from a winding road, etc., as a factor for canceling turning control, etc., or to reflect the driver's intention in turning control. It is possible to provide a control device for an automatic transmission that is capable of reliably and smoothly canceling turning control and the like.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a power unit of a vehicle to which the present invention can be applied, FIG. 2 is a characteristic diagram showing a shift pattern in economy mode, and FIG. 3 is a characteristic diagram showing a shift pattern in power mode. 4A to 4D are flowcharts showing the contents of the shift control of the present invention, FIG. 5 is a characteristic diagram showing the relationship between vehicle speed change and time, and FIG. 6 is a graph showing the relationship between accelerator depression amount and throttle valve opening. FIG. 7 is a characteristic diagram showing the relationship between steering angle threshold value and vehicle speed. FIG. 8 is a characteristic diagram showing the turning speed change pattern in economy mode. FIG. 9 is a characteristic diagram showing the relationship between steering angle threshold value and vehicle speed. FIG. 10 is a characteristic diagram showing the relationship between the timer value and the vehicle speed. ■...Engine, 2...Torque converter device, 3...Transmission, 4...Automatic transmission, 5...Output shaft , 6... Universal joint, 6a... Propeller shaft, 7...
...Intake device, 8...Throttle valve, 8a...
... Rosotor actuator, 9 ... Solenoid pulp for speed change, 10 ... Control unit, ll ... Accelerator depression amount sensor, 12
... Vehicle speed sensor, 13 ... Steering angle sensor, 14 ... Gear position sensor, 15 ...
-Mode selection switch 16... Brake switch. Fig. 1 Fig. 2 Fig. Collection 3 N 'J, V (km/h) Fig. 4B Fig. 4C ■ Fig. 4D ↓ ■ a Accelerator pedal - L amount α VN Speed

Claims (3)

[Claims] (1) At least a first shift pattern preset according to vehicle speed and engine load is selected to perform shift control, and when a specific driving condition is detected, the first shift pattern is controlled to limit the shift operation. In an automatic transmission control device that selects a second shift pattern set differently from a first shift pattern, in the second shift pattern, the shift operation of the automatic transmission is an upshift of the automatic transmission. A control device for an automatic transmission characterized in that in operation, the downshift operation of the automatic transmission is controlled to be performed based on the vehicle speed and the engine load, respectively. . (2) At least a first shift pattern set in advance according to the vehicle speed and engine load is selected to perform shift control, and furthermore, when a specific driving state of the vehicle is detected, the shift operation is limited. In an automatic transmission control device that selects a control pattern set differently from the first shift pattern, when the constant speed traveling device starts operating or when the constant speed traveling device is operating, A control device for an automatic transmission, characterized in that the speed change control based on the second pattern is canceled. (3) The speed change control based on the second pattern is canceled when the constant speed traveling device starts operating or when the constant speed traveling device is operating. automatic transmission control device.