JPH03209052A - Shifting operation control device for automatic transmission of car - Google Patents

Abstract

PURPOSE:To accomplish shifting in good accordance with the running conditions by furnishing a shift pattern altering means to serve when the applicable gearing position is decided according to the condition of an overdrive switch, condition of an idle contact switch, and the condition of a pattern select switch. CONSTITUTION:A shift pattern deciding means decides the shift pattern to serve when the gearing position is decided according to the set conditions of an overdrive switch 119 to permit or prohibit the overdrive run, an idle contact switch 120 to sense full closing of a throttle, and a pattern select switch 112 to select the run with rate of fuel consumption weighted, etc. If the power pattern is selected and the overdrive switch is turned off, No.5 and No.6 gear positions are prohibited to be used, provided that shift into No.5 position can be made in case the throttle is full closed (when the idle contact switch 120 is on). Thus running with engine brake well in effect will be provided.

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to a shift control device for an automatic transmission for a vehicle, and in particular, for an automatic transmission for a vehicle that takes into account that when the accelerator pedal is fully closed, engine braking is as effective as possible with simple precautions. This relates to the gear shift control device.

[Conventional technology]

Hitherto, automatic transmissions for vehicles have been known that employ a control system that prohibits the use of a specific gear position under predetermined conditions among a plurality of achievable gear positions. For example, In automatic transmissions that have a manual overdrive switch, use of the overdrive gear is prohibited under the condition that the overdrive switch is set to rOFF. Furthermore, due to this prohibition,
It is possible to drive with an emphasis on power performance or to promote warm-up. Further, in an automatic transmission including a first transmission section capable of switching from the first gear to a third gear, and a second transmission section capable of switching between two high and low speeds, As shown in part A of Figure 3, a total of six gears can be achieved by switching between high and low gears in the second gearbox at each gear in the first gearbox. (For example, Japanese Patent Application Laid-Open No. 61-244957). However, if this 6th gear is always available, the gear shifting may be performed more frequently than necessary, or the first transmission section and the A problem occurs in which a shift that is difficult to control (which tends to result in large shift shocks) is performed, in which the two transmissions are shifted simultaneously and in opposite directions. Therefore,
For example, when accelerating by stepping on the accelerator, in order to ensure power performance even if some shift shock occurs, the gears that can be achieved are changed to 1st gear, 2nd gear, 3rd gear, etc. They are used sequentially to shift gears, but when the accelerator is not depressed that much or when the accelerator is released, for example, the shift from 2nd gear to 3rd gear is cut off and the gears are shifted from 1st gear to 2nd gear. Gear, 4th gear... If you are careful about what kind of shift you want to perform, you can achieve a shift with less shift shock. In this way, by appropriately setting the gears that are prohibited from being used among the multiple achievable gears, taking into consideration the current driving conditions or the direction of the shift, it is possible to ensure power performance and reduce shift shock. It is inferred that this type of control will be further developed and applied in the future, as it will become possible to achieve both. Examples of inventions with the purpose of such development include, for example, Japanese Patent Application Laid-Open No. 60-116953 and Japanese Patent Application Laid-Open No. 1983-167758.

[Problem M that the invention attempts to solve]

However, as is well known, automatic transmissions that utilize the lock of a one-way clutch instead of engaging a frictional engagement device are widely adopted in order to reduce shift shock. When tied inside, the direction of power transmission is reversed during coasting (
When the vehicle is coasting), the one-way clutch spins and the engine brake becomes ineffective. Therefore, in general, automatic transmissions are provided with an L range or a 2 range in addition to the drive range, and when the shift lever is switched to this range, an a! A friction locking device is configured to engage separately to ensure the operation of the engine brake. However, even if you don't put it in a special range such as L range or 2 range, driving performance will be improved if the engine brake is activated as much as possible when the accelerator is fully closed. is clear. However, the gear shift that occurs when the accelerator pedal (throttle opening) is completely idle is usually 2.
In many cases, the gears are skipped between two or three gears, and under conditions where such skipping is performed, there are particularly many gears that are prohibited from use in order to reduce shift shock. If, for some reason, one of the few gears that can be used is one in which engine braking is not effective, there will be an increased number of trips in which engine braking is not effective even though the accelerator is fully closed. ．． Therefore, when deciding on a gear, it is ideal to consider all of these circumstances. However, considering all of these circumstances has the problem that there are too many factors to consider and the control flow becomes quite complex. The present invention was made in view of these problems, and it is possible to determine the optimum gear stage with a very simple control flow, and in particular, when the accelerator is fully closed, the engine brake is reduced as much as possible. The purpose of the present invention is to provide a speed change control device for an automatic transmission for a vehicle that can take into consideration the driving conditions that are most effective.

[Means to solve the problem]

As summarized in FIG. 1, the present invention includes an overdrive switch that allows or prohibits overdrive driving, an idle contact switch that detects full throttle opening, and a combustion! A shift control device for an automatic transmission for a vehicle comprising a pattern select switch for selecting driving focused on driving, driving focused on power performance, etc., wherein the state of the overdrive switch, the state of the idle contact switch, and the state of the pattern select switch. The above objective was achieved by providing a means for changing the shift pattern used when determining the gear position.

[Effect]

It is well known that a pattern select switch is used to change the shift pattern between driving focused on fuel efficiency and driving focused on power performance. In the present invention,
In addition to this pattern select switch, we also took into consideration the overdrive switch, which is a manual switch for permitting or prohibiting overdrive driving, and the idle contact switch, which is turned ON when the throttle opening is completely idle. The gear shift pattern used to determine the gear stage is changed by multiplying elements. This allows you to determine the basic shift point position (whether to shift early or after increasing the engine speed to a fairly high RPM) depending on the state of the pattern select switch, and also determines, for example, the power pattern. If possible, use as many gears as possible without omitting them to ensure power performance.On the other hand, if you have an economy pattern, you don't need to shift as frequently, so for example, the 4th gear
It becomes possible to determine a shift pattern so that difficult-to-control shifts, such as shifting from gear to fifth gear, are not executed. Furthermore, in the present invention, the state of the overdrive switch and the state of the idle contact switch are further taken into account. In the past, the overdrive switch was used only to select whether to allow or prohibit so-called overdrive driving. however,
For example, when the shift range is the drive range,
If the gear train has a structure in which engine braking is only effective in a limited number of gears other than the overdrive gear (this type is overwhelmingly the type of gear train on the market), the overdrive switch is If it is set to OFF, there is a very high possibility that it will not be possible to shift to a gear position where engine brake is effective. However, according to the present invention, the vehicle can run in the overdrive stage only when the idle contact switch is ON due to the combination with the idle contact, even if the overdrive switch is in the OFF state. You will be able to do this. Even if overdrive driving is prohibited by the driver's will, when the throttle opening is completely idle, the driver is not looking for power performance, but rather the engine braking is effective. This kind of switching driving is very beneficial because it is considered easier to drive. As a result, by combining these three elements, it is possible to respond to the driver's intentions (do they want high power performance, or quiet or fuel-efficient driving) with a very simple control flow. In addition, even if you are using a gear that would normally be prohibited, for example, if that gear is one where engine braking is effective, you will be able to drive with the throttle fully open. It is now possible to configure the gear so that it can be used only occasionally. In addition, in the present invention, "changing the shift pattern" includes not only changing the position of the shift line corresponding to vehicle speed and throttle opening, but also changing the type of shift obtained without changing the position of the shift line, for example. Of course, this also includes technology that essentially ``changes the shift pattern'' by changing the type of shift or by correcting the value of the input vehicle speed signal, etc.

【Example】

Embodiments of the present invention will be described in detail below based on the drawings. Figure 2 shows an overall outline of a vehicle automatic transmission to which this embodiment is applied. This automatic transmission includes a torque converter 20, a second transmission section 40, and a first transmission section 60 with three forward speeds and one reverse speed. The torque converter 20 includes a pump 21 and a turbine 2.
2, a stator 23, and a lock-up clutch 24. The pump 21 is connected to the crankshaft 10 of the engine 1, and the turbine 22 is connected to a carrier 41 of a planetary gear set in the second shift 61g40. A planetary pinion 42 supported by is meshed with a sun gear 43 and a ring gear 44. or,
There is a clutch Co between Sanghya 43 and carrier 41.
A one-way clutch Fo is provided, and Sanghya 4
3 and the housing Hu is provided with a brake Bo. The first transmission section 60 is provided with two rows of planetary gears, one on the front side and the other on the rear side. This planetary gear device has a common sun gear 61 and a common ring gear 62.
, 63, planetary binions 64, 65, and carriers 66, 67. Ring gear 4 of second transmission section 40
4 is connected to the ring gear 62 via a clutch C1. Further, a clutch C2 is provided between the ring gear 44 and the sun gear 61. Furthermore, the carrier 66 is connected to the ring gear 63,
These carrier 66 and ring gear 63 are connected to an output shaft 70. On the other hand, a brake B3 and a one-way clutch F2 are provided between the carrier 67 and the housing Hu, and a brake B3 and a one-way clutch F2 are provided between the carrier 67 and the housing Hu.
A brake B2 is connected to the brake B2 via a one-way clutch F1.
A brake B1 is also provided between the sun gear 61 and the housing Mu. This automatic transmission is equipped with a transmission section as described above, and receives signals from a throttle sensor 100 that detects the throttle opening that reflects the load condition of the engine 1, a vehicle speed sensor 102 that detects vehicle speed, etc. Processing unit (ECU)
) 104, hydraulic control gI times 1i! according to a shift map selected by a control flow described later! The electromagnetic solenoid valves 31 to $3 in 8106 are driven and controlled,
As shown in part B of FIG. 3, the combination of engagement of each clutch, brake, etc. is performed to control the speed change. In addition, in Fig. 3, the ○ mark indicates the engaged state, and the X mark indicates that the shift lever is in the engaged state only when the shift lever is moved to an engine brake range such as L range or 2 range. ．． Furthermore, in this automatic transmission, the 5th and 6th gears are the gears in the drive range where engine braking is effective. The electromagnetic solenoid valve S+, Sz
As shown in FIG.
, the electromagnetic solenoid valve S3 controls a third shift valve that switches between high-speed and low-speed measurement of the second transmission section 40, and the electromagnetic solenoid valve sL is a lock-up relay. The lock-up clutch 24 of the torque converter 20 via the valve
It is designed to control each. Further, the liner solenoid valve SR can arbitrarily control the oil pressure of the brake BO, and the SLN can arbitrarily control the back pressure of the accumulator via the accumulator control valve. Note that there is no particular difference in the specific configuration and operation of each device within the hydraulic control system. In FIG. 2, reference numeral 110 is a shift position sensor that detects the positions of N, D, R, etc. operated by the driver, and 112 is a pattern select switch, which includes economy pattern (economical driving), power pattern (power performance 114 is a water temperature sensor that detects the engine cooling water temperature;
6 is a foot brake, 118 is a brake switch that detects the operation of the handbrake, 119 is an overdrive switch that manually prohibits overdrive driving (running in the 6th gear), and 120 is a throttle opening that is fully idle. The idle contact switches that are turned ON only when FIG. 5 shows a control flow for selection of a shift map executed in the above-mentioned embodiment. First, in step 201, the pattern select switch 11
Determine the selection position of 2. Further, in steps 202 and 203, the ON/OFF state of the overdrive switch 119 is determined, respectively. A speed change map of vehicle speed and throttle opening to be selected in steps 204 to 207 is determined according to each driving condition determined in steps 201 to 203, and the vehicle speed and throttle opening are selected on the determined speed change map. Specific gear shifting decisions will be made depending on the situation. In this embodiment, the state of the idle contact switch 120 is taken into consideration on the determined shift map. Regarding the actual gear shifting process after the gear shifting decision is made according to the determined gear shifting map,
Since there is no particular difference from the conventional method, the explanation will be omitted here. Steps 204 to 207 in FIG. 6 (A) to (D), respectively.
An example of the shift map selected in is shown below. The characteristics of each shift map are described below. A shift map: Power pattern and overdrive switch ON
In this case, the A shift map shown in FIG. 6(A) is used (step 204). This A shift map is the first,
#l is commanded to be shifted to 2nd, 3rd, 4th, and 6th gears. In other words, under this condition, the fifth gear is prohibited from being used. As a result, power performance is particularly ensured by using all of the first to fourth gears, and
Shift shock is reduced by omitting the shift between the 4th and 5th gears, that is, the difficult-to-control shift in which the first transmission section and the second transmission section are shifted simultaneously and in opposite directions. ．． The downshift points of this A shift map are generally shallow, so that when the accelerator is depressed from steady driving, a downshift is performed with a relatively small depression. Since it is configured so that all gears from 1st to 4th gear can be used in the downshift direction, the shift map has a small drop in driving force and allows for sufficient power performance. B shift map: Power pattern and overdrive switch
When the OFFJ state is established, a B shift map as shown in FIG. 6(B) is set (step 2).
05). This B shift map is basically the same as the A shift map, but the overdrive switch is set to rOFFJ.
Therefore, in addition to the 5th gear, the 6th gear is also prohibited from use, and only the 1st, 2nd, 3rd, and 4th gears can be used. However, in addition to this, it is set so that shifting to the 5th gear is possible only when the throttle opening is completely idle (only when the idle contact switch is ON).
(See Figure 6 (B) line X). In other words, in this automatic transmission, when the shift lever is in the drive range, only the 5th and 6th gears are the gears where the engine brake is activated. Even though both are prohibited, when the throttle opening is completely idle, the fifth
This allows the driver to change gears. As a result, when the accelerator is in full RGL state, it becomes possible to shift from 4th gear to 5th gear, or from 3rd gear to 53rd gear, allowing driving with effective engine braking. ．． C Shift Map: When the pattern select switch is not in the power pattern, that is, in the economy pattern, and the overdrive switch is turned on, the driver is in the most aggressive position! (
Since the driver is expected to drive with an emphasis on quietness or quietness, the C shift map as shown in FIG. 6(C) is selected (step 206). This C selection map allows the first, second, third, fifth, and sixth gears, and prohibits the use of only the fourth gear. As a result, it is possible to cut the shift between 4th and 5th gears, which causes a large shift shock, and to make it possible to use both 5th and 6th gears, making it possible to drive with an emphasis on fuel efficiency. You will be able to do this. In addition, the downshift point is generally deep, so that the downshift will not occur unless the accelerator is pressed considerably during steady driving. Please note that the use of 4th gear is prohibited, so the magnitude of the change in gear ratio when downshifting is a slight problem, but downshifting from 5th gear to 3rd gear is a significant shift where the driver intends to kick down in many cases, so even if the gear ratio is larger than the gear ratio from 4th gear to 3rd gear (even if the shift shock is somewhat large) ) Drivers are not so dissatisfied. D shift map: When the pattern select switch 112 is in the economy pattern and the overdrive switch is OFF, the D shift map as shown in FIG. 6(D) is selected (step 207). This D shift map is basically C
It is the same as the shift map, but the 6th shift map is added from the C shift map.
The use of gears is prohibited. Therefore, in the D shift map, only the 1st, 2nd, 3rd, and 5th gears can be used. In this example, the configuration was such that the engine brake was effective in the 5th and 6th gears, but some automatic transmissions are configured so that the engine brake is effective in other gears. There are times when I am. It is clear that the present invention can be effectively applied even in such cases.

【Effect of the invention】

As explained above, according to the present invention, a shift map that rationally takes into consideration the driver's power performance or fuel efficiency requirements, permission for overdrive driving, engine braking action, etc. can be created using a very simple control flow. This has the excellent effect of making it possible to perform gear shifts that match the actual driving conditions.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the gist of the present invention, and FIG. 2 is a block diagram showing the gist of the present invention.
An overall skeleton diagram of an automatic transmission for a vehicle according to an embodiment of the present invention; FIG. 3 is a diagram showing the engagement state of each frictional engagement device of the automatic transmission; FIG. 4 is a diagram showing the input/output of a computer. A diagram showing the relationship; FIG. 5 is a flow chart showing a control flow executed in the automatic transmission; FIGS. 6 (A) to (D) show examples of four shift maps selected in the above flow chart; This is a diagram showing the 10 10 11 11 12 0... Throttle sensor, 2... Vehicle speed sensor, 2... Pattern select switch, 9... Overdrive switch, 0... Idle contact switch.

Claims (1)

[Claims] (1) Equipped with an overdrive switch that allows or prohibits overdrive driving, an idle contact switch that detects fully closed throttle opening, and a pattern select switch that selects fuel efficiency-oriented driving, power performance-oriented driving, etc. In a shift control device for an automatic transmission for a vehicle, means for changing a shift pattern used when determining a gear stage according to a state of the overdrive switch, a state of the idle contact switch, and a state of the pattern select switch. A speed change control device for an automatic transmission for a vehicle, characterized by comprising: