JPH0461A - Automatic transmission control device - Google Patents

Abstract

PURPOSE:To prevent the occurrence of an unnecessary shift and to improve a feeling without damaging stability of a vehicle by limiting a shift speed when running resistance exceeds a preset value and controlling a shift speed to an ordinary value when it is below the set value. CONSTITUTION:Running resistance is calculated by a running resistance detecting means 3d from engine torque acceleration, and a vehicle weight, comparison of the running resistance with a preset value is effected to decide a result. When the running resistance exceeds a value preset by means of a present gear ratio, it is decided as running resistance on an ascending slope, and a shift speed is fixed by means of a shift limit means 3e. When the running resistance is below a set value, it is decided as a running state on an ordinary flat road, ordinary shirt speed decision is effected by a shift pattern shift deciding means 3a, and a control signal responding to shift speed fixing processing or decision of a shift speed is outputted to drive a solenoid valve. This constitution effects a shift based on shift speed fixing or shift speed decision.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention improves the driving performance of a vehicle equipped with an automatic transmission and limits unnecessary upshifts on uphill roads, thereby improving the feeling of the vehicle. This invention relates to an automatic transmission control device.

[Conventional technology]

Generally, automatic transmissions automatically change gears based on a preset shift pattern depending on the driving state of the vehicle.

In other words, a shift pattern in which shift positions are preset according to vehicle speed and engine load (throttle opening degree) is stored in the storage means of the control unit, and the transmission is controlled by the control unit according to this shift pattern. It has become.

In addition, in automatic transmission control devices that perform such automatic gear shifting, in order to correspond to various driving conditions such as uphill roads and flat roads, there are multiple types of preset gear shifting patterns, and the driver can switch between the gear shifting patterns. It is also known that a suitable shift point can be obtained.

[Problem to be solved by the invention]

In such conventional automatic transmission control devices, gear changes are determined only based on vehicle speed and throttle opening. Shifting occurs against your will.

Furthermore, if you open the throttle valve at the exit of a curve and try to accelerate, the gear has been shifted to a higher gear, so not only will you not be able to achieve sufficient acceleration, but if the shift occurs at this point, the drive Sudden torque fluctuations occur at the wheels, which can greatly impair vehicle stability.

This invention was made to solve the above-mentioned problem, and even if the throttle valve is closed, the gear does not shift up to a gear that cannot be climbed, and when the throttle valve is opened, acceleration can be started immediately. An object of the present invention is to provide an automatic transmission control device that can prevent unnecessary gear changes, prevent vehicle stability from being impaired, and improve the feeling of the vehicle.

(Means for Solving the Problems) An automatic transmission control device according to the present invention includes an engine torque/vehicle acceleration detection means for calculating engine torque and vehicle acceleration from a throttle opening, an engine rotational speed, and a vehicle speed, and an engine a running resistance detection means for calculating running resistance from the engine torque and vehicle acceleration calculated by the torque/vehicle acceleration detection means; A speed change limiting means is provided.

[For production]

The engine torque/acceleration detection means of the present invention calculates the engine torque and acceleration of the vehicle, and the running resistance detection means calculates running resistance from the engine torque and acceleration, and when this running resistance exceeds a predetermined set value, The speed change limiting means limits the speed change and controls the vehicle to run at a gear position that does not shift up the gear.

〔Example〕

Embodiments of the automatic transmission control device of the present invention will be described below with reference to the drawings. FIG. 1 is an explanatory diagram of the configuration of one embodiment.

In this FIG. 1, 1 is an automatic transmission.

The rotation speed of the input shaft of the automatic transmission 1 is detected by an engine rotation sensor 2. The engine rotation speed is detected by detecting the rotation speed of the input shaft of the automatic transmission 1 using the engine rotation sensor 2. The output of the engine rotation sensor 2 is sent to a control unit 3 (hereinafter referred to as ECU).

Furthermore, the vehicle speed is detected by detecting the rotational speed of the output shaft of the automatic transmission 1 with a vehicle speed sensor 4. The output of this vehicle speed sensor 4 is also sent to the ECU 3.

An inhibitor switch 5 is attached to the automatic transmission 1. This inhibitor switch 5 detects the neutral and parking states of the automatic transmission 1, and the detection output of the inhibitor switch 5 is also sent to the ECU 3.

On the other hand, a throttle valve 7 is disposed in the intake pipe 6 of the engine, and the amount of air supplied to the engine is controlled according to the opening degree of the throttle valve 7. The opening degree of the throttle valve 7 is determined by a throttle opening sensor 8. It is now detected in . The detection output of this throttle opening sensor 8 is also configured to be sent to the ECU 3.

This ECU 3 further includes an automatic speed change WJ, and signals (rlJ, r2J, rDJ range signals) 9 for specifying range 1.
is also entered.

Furthermore, a signal 10 (hereinafter referred to as an ignition signal) from an ignition switch and a switch is also input to the ECU 3. Although not shown, various other signals necessary for controlling the automatic transmission 1 and detecting engine torque are input to the ECU 3.

This ECU 3 controls a plurality of solenoid valves 11.
1 is controlled, the automatic transmission 1 is configured to change gears.

The automatic transmission 1 is composed of a torque converter, a speed change gear mechanism, and a hydraulic circuit (none of which are shown) that drives the same, and the plurality of solenoid valves 11 described above are incorporated in this hydraulic circuit.

FIG. 2 is a block diagram showing the internal configuration of the ECU 3. As shown in FIG. In this FIG. 2, the throttle opening sensor 8
Based on the throttle opening degree detected by the vehicle speed sensor 4 and the vehicle speed detected by the vehicle speed sensor 4, the shift pattern shift determination means 3a determines a shift pattern that has been set in advance according to the driving condition of the vehicle. The gear shift is determined based on this.

The shift control means 3b controls the shift speed of the automatic transmission 1 based on the shift speed determined by the shift pattern shift determination means 3a.

Further, the engine torque/acceleration detection means 3C calculates the engine torque and the acceleration of the vehicle from the detection output of the throttle opening sensor 8, the detection output of the engine rotation sensor 2, and the detection output of the vehicle speed sensor 4. It has become.

The running resistance detecting means 3d is configured to calculate running resistance from the engine torque, vehicle acceleration, and vehicle weight calculated by the engine torque/acceleration detecting means 3C.

When the running resistance calculated by the running resistance detection means 3d is greater than or equal to the preset running resistance, in order to limit the speed change, the speed limiting means 3e sends the speed change pattern to the speed change determining means 3a. The system is designed to determine a shift pattern that does not shift up the gear without changing the gear position.

In this embodiment, an engine torque acceleration detection means 3c, a running resistance detection means 3d, and a speed change limiting means 3e are newly added to the conventional shift control section consisting of a shift pattern shift determination means 3a, a shift control means 3b, and an automatic shift Ill. It is being

Next, the operation will be explained along the flowchart of FIG. The flowchart in FIG. 3 shows a control procedure by the ECU 3.

First, the process starts by turning on the ignition, performs initial settings in step S1, and then repeats the processing from step S2 onwards.

In this step S2, the ECU 3 controls various sensors.

This is a processing step for reading information from the switch, and the speed change pattern speed change determining means 3a is determined based on the throttle opening from the throttle opening sensor 8 and the vehicle speed from the vehicle speed sensor 4.
The system determines a shift pattern set in advance according to the driving state of the vehicle, and determines a shift according to the determined shift pattern.

Further, the throttle opening from the throttle opening sensor 8, the engine rotation speed from the engine rotation sensor 2, and the vehicle speed from the vehicle speed sensor 4 are input to the engine torque/acceleration detection means 2C, and the process proceeds to step S3.

In this step S3, the engine torque/acceleration detection means 3C determines the generated torque of the engine based on the throttle opening degree and the engine rotational speed, and in step S4, the engine torque/acceleration detection means 3C determines whether the vehicle speed is 0 or not.
Check it out.

In this step S4, when the vehicle speed is 0, the process proceeds from the No side of step S4 to step S5, where the running resistance is reset to the level state by the running resistance detecting means 3d.

Further, in step S4, if the vehicle speed is not 0, that is, if the vehicle speed is high, the process proceeds from the YES side of step S4 to step S6, where the engine torque/acceleration detection means 3c calculates the acceleration of the vehicle, and the process proceeds to step S7. move on.

In this step S7, the running resistance is calculated by the running resistance detecting means 3d from the engine torque calculated in step S3, the acceleration and vehicle weight calculated in step S6.

The calculation formula for this running resistance is expressed by the following +11 formula.

R= T −G −1/ r −α−m −[
1) In this equation (11), R is running resistance, T is engine torque, G is gear ratio, r is tire radius, α is acceleration, and m is vehicle weight.

The running resistance calculated in step S7 is compared with a preset value in step S8, and as a result of the judgment, the running resistance calculated in step S7 is preset according to the current gear ratio. If it is greater than the value,
It is determined that it is running resistance on the uphill road, and the process proceeds from the No side of step S8 to step S9, where the gear position is fixed by the gear change limiting means 3e.

In other words, the vehicle runs in the current pitching gear without shifting up to a gear in which pitching is not possible.

Contrary to the above, if the running resistance is smaller than the set value in step S8, it is determined that the running condition is on a normal flat road, and from the YES side of step s8, step 3
10, the shift pattern shift determining means 3a performs a normal gear stage determination, and the program advances to step Sll.

In this step 311, a control signal corresponding to the gear position fixing process in step S9 or the gear position determination in step 310 is output to the solenoid valve 11, and the solenoid valve 11 is driven.

By driving this solenoid valve 11, the gear stage fixed in step S9 can be fixed or the gear stage can be fixed in step S10.
The gear will be changed based on the gear position determination at .

As described above, in the above embodiment, the ECU 3 changes the gear position when the running resistance calculated from the engine torque detected from the throttle opening and the engine rotational speed and the acceleration detected from the change in vehicle speed is larger than a preset value. and outputs an output to the solenoid valve 11 to control the automatic transmission to the limited gear position.

For this reason, the ECU 3 includes a shift pattern shift determination means 3a, a shift control means 3b, an engine torque
It includes an acceleration detection means 3c, a running resistance detection means 3d, and a speed change limiting means 3e, but in the case of a vehicle having an engine control unit, the engine torque is determined from information such as the amount of intake air inputted to the engine control unit. The engine torque information may be sent to the ECU 3 of the automatic transmission through communication between the control units.

〔Effect of the invention〕

As described above, according to the present invention, engine torque is calculated from the throttle opening degree and engine rotation speed, acceleration is calculated from the vehicle speed, running resistance is calculated from the engine torque, acceleration, and vehicle weight, If this running resistance is larger than a set value, the shift limiting means limits the gear position and does not perform gear shift amplifier, so even if the throttle valve is closed, the gear is shifted up to a gear that cannot be shifted. Moreover, when you open the throttle valve, you can immediately start accelerating.

Accordingly, unnecessary gear changes can be avoided, the stability of the vehicle is not impaired, and the feeling of the vehicle can be improved.

[Brief explanation of drawings]

FIG. 1 is an explanatory diagram of the configuration of an automatic transmission control device according to an embodiment of the present invention, FIG. 2 is a block diagram showing the configuration of a control unit in the same device, and FIG. 3 is a processing procedure of the control unit in FIG. 2. It is a flowchart which shows. 1... Automatic transmission, 2... Engine rotation sensor, 3
...ECU, 3a...shift pattern shift determination means,
3b...speed change control means, 3c...engine torque.
Acceleration detection means, 3d... Running resistance detection means, 3e.
... Speed change limiting means, 4... Vehicle speed sensor, 7... Throttle valve, 8... Throttle opening sensor, 11...
Solenoid valve. In addition, in the figures, the same reference numerals indicate the same or equivalent parts.

Claims (1)

[Claims] Engine torque acceleration detection means that calculates engine torque from the throttle opening and engine rotational speed and vehicle acceleration from vehicle speed; Running resistance detection means that calculates running resistance from the engine torque, the acceleration, and vehicle weight. When the running resistance calculated by the running resistance detection means is greater than or equal to a preset value, the automatic transmission is restricted to a gear position, and when the running resistance is less than or equal to the set value, the automatic transmission is An automatic transmission control device comprising means for controlling the gear position of the gear to a normal gear position.