JPH05133462A - Shift controller of automatic transmission - Google Patents

Abstract

PURPOSE:To avoid any overcompensation of car speed by setting the setting value down to a compensation factor in the case where a temporary compensation factor, made up of adding the compensation factor by an intake air quantity variation and another compensation factor by a driver's accelerating request, is larger than the setting value. CONSTITUTION:A first compensation factor Kshift is set from a request intake air quantity and an actual intake air quantity and a second compensation factor KSFTA is set according to a driver's accelerating request value, respectively, and on the basis of both these compensation factors, a third compensation factor KSF is determined, and either value of shift conditions or actual shift parameters is compensated, thereby performing the shift control. On the other hand, when it is so judged that the third compensation factor KSF goes beyond the setting value beta by a judging means, this third compensation factor KSF is corrected to the setting value beta by a compensation factor correcting means. Therefore if both first and second compensation factors are relatively large values and a compensation direction is superposed on the same down-shiftable direction, such a fear that the shift conditions and so on are excessively compensated is avoidable, so operability is in no case damaged.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission, and more particularly, to a shift control device according to an actual intake air amount and a driver's acceleration request when performing shift control according to a predetermined shift condition. The present invention relates to an improvement of a shift control device that performs

[0002]

2. Description of the Related Art Conventionally, as a shift control device for an automatic transmission, there has been conventionally provided a shift control means for automatically switching a shift speed of the automatic transmission according to an actual shift parameter value in accordance with a predetermined shift condition. It is often used from. For example, FIG. 7 and FIG. 8 are examples of the upshift side shift map and the downshift side shift map as the above shift conditions, and show four forward shifts of “1st”, “2nd”, “3rd”, and “4th”. The present invention relates to an automatic transmission having a number of gears, and a vehicle speed V and a throttle valve opening TA are defined as shift parameters. The current gear position, vehicle speed V, and throttle valve opening TA
According to the shift map, it is determined whether or not the shift speed is changed according to the shift map.

By the way, the above-mentioned throttle valve opening is used to control the shift of the shift speed as a load condition of the engine. In recent years, however, the fuel consumption of the engine has been reduced and the operating condition of the vehicle has been changed. An engine equipped with various variable mechanisms such as a variable valve timing mechanism that changes the opening / closing timing of intake / exhaust valves and an idle speed control mechanism that changes the engine speed during idle in order to obtain the optimum engine output. Has been proposed, the throttle valve opening does not always faithfully represent the load state of the engine. Further, since the air pressure is different between the flatland and the highland, the actual intake air amount is different even if the throttle valve opening is the same, and the load state of the engine is changed accordingly.

Therefore, the required intake air amount, that is, the calculated intake air amount is obtained based on the engine speed and the throttle valve opening, and the actual intake air amount detected by the intake air amount detecting means and the demand are calculated. First correction coefficient determining means for determining the ratio to the intake air amount as the first correction coefficient is provided, and either the shift condition or the actual shift parameter value is corrected according to the first correction coefficient, and the first shift coefficient is actually corrected. It is considered to perform shift control corresponding to the change in the intake air amount. The device described in Japanese Patent Application Laid-Open No. 2-266155 is an example thereof, and the engine speed N
The required intake air amount Qc is obtained from a predetermined data map based on E and the throttle valve opening TA, and the first correction coefficient K1 is calculated from the actual intake air amount Qm and the required intake air amount Qc measured by the air flow meter. =
After calculating Qc / Qm and multiplying the actual throttle valve opening TA by the first correction coefficient K1 to correct the throttle valve opening TA, the shift control is performed according to the correction value and the actual vehicle speed V according to the shift map. Alternatively, the shift map is selected according to the first correction coefficient K1, and shift control is performed according to the actual throttle valve opening TA and the vehicle speed V according to the selected map.

On the other hand, in addition to performing the correction according to the ratio of the required intake air amount and the actual intake air amount, the driver's expression represented by the amount of change in the throttle valve opening due to the depression of the accelerator pedal, etc. Reflecting the demand for acceleration is also important for improving driving performance. Therefore, a second correction coefficient determining means for determining the second correction coefficient K2 is provided in accordance with the amount of acceleration required by the driver, and the shift condition is such that the downshift is likely to occur when the accelerator pedal is depressed, for example. At the same time, an attempt is made to correct any of the actual shift parameter values to perform shift control that reflects the driver's acceleration request. The gear shift control device in Japanese Patent Application No. 3-206326 previously filed by the present applicant is an example thereof, and a change amount ΔTA of the throttle valve opening TA is calculated as a parameter representing a driver's request for acceleration and is predetermined. The correction coefficient K2 is obtained from the obtained data map or the like according to the change amount ΔTA, and the correction coefficient K2 is attenuated at the change rate α to correct the shift determination.

[0006]

However, as described above, the first correction coefficient obtained from the ratio of the actual intake air amount to the required intake air amount and the second correction coefficient obtained from the required amount for the driver's acceleration are obtained. In the case of correcting the value of the shift condition or the shift parameter using the conventional method, the first correction coefficient and the second correction coefficient are simply added, for example, and the third correction coefficient is used.
Since the third correction coefficient is calculated as the correction coefficient and is applied as it is to correct the shift condition and the like, both the first correction coefficient and the second correction coefficient become relatively large values, and When the directions to be corrected overlap in the same direction, that is, the direction in which the downshift is likely to occur, the shift condition and the like are excessively corrected. If extreme overcorrection is performed, the inconvenience may be that the upshift is not performed even though the upshift may be performed, and thus appropriate shift control is not always executed. It was impossible to do so, and on the contrary, the drivability of the vehicle could be impaired.

The present invention has been made in view of the above circumstances. An object of the present invention is to set the ratio of the actual intake air amount to the required intake air amount and the required amount for the driver's acceleration. It is to avoid overcorrection when the correction contents by the correction coefficient are extremely overlapped.

[0008]

In order to achieve such an object, a first correction coefficient obtained from a ratio of an actual intake air amount to a required intake air amount and a second correction coefficient obtained from a driver's required amount for acceleration. The third correction coefficient combined with the correction coefficient may be limited so as not to exceed a certain limit value, and the present invention, as shown in the claim correspondence diagram of FIG.
(A) shift control means for automatically switching the shift speed of the automatic transmission according to the value of an actual shift parameter according to a predetermined shift condition, and (b) actual intake detected by the intake air amount detecting means. First correction coefficient determining means for determining a first correction coefficient based on the ratio of the air amount to the required intake air amount calculated by the engine speed and the throttle valve opening, and (c) a request for acceleration of the driver Second correction coefficient determining means for determining the second correction coefficient according to the amount;
(D) third correction coefficient determining means for determining a third correction coefficient based on the first correction coefficient and the second correction coefficient,
(E) In a shift control device for an automatic transmission, comprising: a correction unit that corrects either the shift condition or the value of an actual shift parameter according to the third correction factor, (f) the third correction factor Determining means for determining whether or not the third correction coefficient determined by the determining means exceeds a predetermined set value as a limit value of correction in the direction in which the downshift easily occurs, and (g) the determining means. When it is determined that the third correction coefficient exceeds the set value, the correction coefficient correction means for setting the third correction coefficient as the set value is provided.

[0009]

In the shift control device for such an automatic transmission, the first correction coefficient is determined by the first correction coefficient determining means from the required intake air amount and the actual intake air amount, and the second correction coefficient is set. The coefficient determining means determines the second correction coefficient according to the amount of acceleration required by the driver, and the third correction coefficient calculating means determines the third correction coefficient based on the first correction coefficient and the second correction coefficient. By determining and correcting either the shift condition or the value of the actual shift parameter according to the third correction coefficient, the shift that corresponds to the actual change in the intake air amount and reflects the acceleration request of the driver. Control is performed. On the other hand, when the determination means determines that the third correction coefficient exceeds the predetermined set value, the correction coefficient correction means sets the third correction coefficient to the set value, and thus the first correction coefficient. Even when both the second correction coefficient and the second correction coefficient have relatively large values and the correction directions overlap in the same direction in which the downshift is likely to occur, the third correction coefficient is applied as the value exceeding the set value and the shift condition Since it is avoided that the above is corrected excessively, the drivability of the vehicle is not impaired.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to the drawings.

2, in the combustion chamber 12 of the gasoline engine 10, an air cleaner 14, an air flow meter 16, an intake passage 18, a throttle valve 20, a bypass passage 22, a surge tank 24, an intake manifold 26,
And air is taken in through the intake valve 28,
Fuel gas injected from a fuel injection valve 30 provided in the intake manifold 26 is mixed with the air. The air flow meter 16 corresponds to an intake air amount detecting means for detecting an actual intake air amount, and in the present embodiment, a movable vane type is used, and the intake air amount indicating the actual intake air amount Qm is used. Quantity signal S
Qm is supplied to the engine control computer 32 and the transmission control computer 34. The throttle valve 20 is mechanically connected to an accelerator pedal of an automobile (not shown) and is adapted to continuously change the intake air amount by being opened / closed in accordance with the operation amount of the throttle valve 20. The valve 20 is provided with a throttle position sensor 36, and supplies a throttle valve opening signal STA representing the throttle valve opening TA to the engine control computer 32 and the transmission control computer 34. The bypass passage 22 is disposed in parallel with the throttle valve 20, and the bypass passage 22 is provided with an idle speed control valve 38. The engine control computer 32 controls the opening degree of the idle speed control valve 38. Is controlled to adjust the amount of air that bypasses the throttle valve 20 and control the engine speed during idling. The injection timing and the injection amount of the fuel injection valve 30 are also controlled by the engine control computer 32. An intake air temperature sensor 40 that measures the temperature of intake air is provided upstream of the air flow meter 16 and supplies a signal representing the intake air temperature to the engine control computer 32.

The engine 10 includes an intake valve 28 and an exhaust valve 4
2, a piston 44, and an ignition plug 46. The ignition plug 46 generates an ignition spark by a high voltage supplied from an igniter 48 controlled by the engine control computer 32 through a distributor 50. , The crankshaft is rotated by exploding the mixed gas in the combustion chamber 12 and moving the piston 44 up and down. The intake valve 28 and the exhaust valve 42 are adapted to be opened and closed by a cam shaft that is rotationally driven in synchronization with the rotation of the crankshaft, and a variable valve timing mechanism 52 controlled by the engine control computer 32 The opening / closing timing is adjusted by changing the rotational phase of the cam shaft and the crank shaft. Then, the exhaust gas burned in the combustion chamber 12 is discharged from the exhaust valve 42 to the atmosphere through the exhaust manifold 54, the exhaust passage 56, and the catalyst device 58. The engine 10 has a water temperature sensor 6 for measuring the engine cooling water temperature.
0 is provided, and a signal representing the engine cooling water temperature is supplied to the engine control computer 32, and the exhaust manifold 54 is provided with an oxygen sensor 62 for detecting the oxygen concentration in the exhaust gas. The engine control computer 32 is supplied with a signal representing the oxygen concentration. Further, the distributor 50 is provided with a rotation angle sensor that generates a pulse in synchronization with the rotation of the crankshaft, and supplies the pulse signal to the engine control computer 32. The engine speed signal SNE indicating the engine speed NE of the engine 10 is also supplied to the transmission control computer 34.

The engine control computer 32 and the transmission control computer 34 are each provided with a CPU, a RAM, a ROM, an input / output interface circuit, an A / D converter and the like.
The signal processing is performed according to a program previously stored in the ROM while using the temporary storage function of M. In addition to the above signals, the transmission control computer 34 sends a vehicle speed signal SV representing the rotational speed of the output shaft of the automatic transmission 68 that shifts the rotational speed of the engine 10 in four forward and one reverse steps, that is, the vehicle speed V. Is supplied from the vehicle speed sensor 72. Automatic transmission 68
Is a well-known device equipped with a planetary gear unit, a hydraulic friction engagement device, and the like. By changing the engagement state of the hydraulic friction engagement device by switching the hydraulic circuit, the four forward gear And, it is configured such that one reverse stage is established. Necessary information is transmitted and received between the control computers 32 and 34, and at least any of the intake air amount signal SQm, the throttle valve opening signal STA, and the engine speed signal SNE is transmitted. It may be supplied to the control computer 32 or 34. Also, for example, the brake pedal O
It is also possible to capture various other signals representing the operating state of the vehicle, such as N, OFF, steering angle of the steering wheel, road surface gradient, and exhaust temperature, and use them for engine control and transmission shift control.

Then, the engine control computer 32 uses the intake air amount Qm, the throttle valve opening TA,
Depending on the engine speed NE, the cooling water temperature of the engine 10, the intake air temperature, the oxygen concentration in the exhaust passage 56, and the like, for example, it is predetermined so as to reduce fuel consumption and harmful exhaust gas while securing a necessary engine output. Based on the data map and calculation formula, the fuel injection amount and injection timing of the fuel injection valve 30, the ignition timing of the igniter 48, the idle speed of the idle speed control valve 38, and the variable valve timing mechanism 52 The opening / closing timing of the intake / exhaust valves 28 and 42 is controlled. Also,
The transmission control computer 34 uses the intake air amount Qm, the throttle valve opening TA, and the engine speed N.
E, the vehicle speed V, the gear position of the automatic transmission 68, the shift lever operation position, and the like are controlled to switch the gear position of the automatic transmission 68 in accordance with predetermined gear shifting conditions. Below, advance 4
The shift control in the case where the shift is performed in each gear will be specifically described with reference to the flowcharts of FIGS. 3 to 6.

First, at step S1 in the flow chart of FIG. 3, the current gear position of the automatic transmission 68 is "1s.
Which of "t", "2nd", "3rd", and "4th" is read from the output state of the switching signal for switching the shift stage of the automatic transmission 68, and the throttle valve opening TA is set in step S2. The throttle valve opening signal STA and the vehicle speed signal SV representing the vehicle speed V are read. In a succeeding step S3, it is determined whether or not the current shift speed read in the above step S1 is "4th". If the answer is YES, there is no possibility of an upshift, and therefore immediately after step S8 If NO in step S4, the steps related to upshifting in and after step S4 are executed. In step S4, as shown in FIG. 7, the vehicle speed V and the throttle valve opening TA are used as shift parameters, and three types of upshift side shift maps, that is, "1s" are stored in advance.
t → 2nd ”,“ 2nd → 3rd ”, and“ 3rd →
The shift map for upshifting from the current shift stage is selected from the shift maps for "4th". For example, when the current gear is "3rd", the "3rd" in (c)
The shift map for “rd → 4th” is selected. In step S5, the shift-up vehicle speed Vu is obtained from the selected shift map and the current throttle valve opening TA indicated by the throttle valve opening signal STA read in step S2, and in step S6, the shift-up vehicle speed Vu. The corrected shift-up vehicle speed MVu is calculated by multiplying by the correction coefficient KSF. Then, in the next step S7, the corrected shift-up vehicle speed MVu is compared with the current vehicle speed V represented by the vehicle speed signal SV read in step S2, and upshift is performed depending on whether MVu ≦ V or not. If it is determined that MVu ≦ V, the shift stage of the automatic transmission 68 is switched to upshift in step S13. If V <MVu, steps S8 and thereafter are executed.

In step S8, it is judged whether or not the current shift speed read in in step S1 is "1st". If NO in step S9, three types of downshift side shift maps stored in advance as vehicle speed V and throttle valve opening TA are used as shift parameters, that is, "2nd → 1st", "3r
A shift map for downshifting from the current shift stage is selected from shift maps for "d → 2nd" and "4th → 3rd". For example, if the current gear is "3
In the case of "rd", the shift map for "3rd → 2nd" in (b) is selected. Further, in step S10, the shift-down vehicle speed Vd is obtained from the selected shift map and the current throttle valve opening TA indicated by the throttle valve opening signal STA read in step S2, and in step S11, the shift-down vehicle speed Vd. By multiplying the correction coefficient KSF by
Calculate Vd. Then, in the next step S12, the corrected shift-down vehicle speed MVd is compared with the current vehicle speed V represented by the vehicle speed signal SV read in step S2, and downshift is performed depending on whether V ≦ MVd. If V ≦ MVd, the gear shift stage of the automatic transmission 68 is switched to downshift in step S13, but if MVd <V, execution of step S1 and subsequent steps is repeated.

If the correction coefficient KSF is larger than 1.0, the correction shift-up vehicle speed MVu and the correction shift-down vehicle speed MVd easily move to the high vehicle speed side and are easily downshifted, while the correction coefficient KSF is 1.0. If it is smaller, the correction shift-up vehicle speed MVu and the correction shift-down vehicle speed MVd move to the low vehicle speed side, and upshifting is facilitated. The time chart shown in FIG. 9 shows the throttle valve opening TA when the accelerator pedal is depressed and the various correction coefficients KSFTA and Kshift in the high-altitude traveling state.
, KSF, and changes in shift speed, and shows how downshifting is performed in response to a driver's acceleration request. In this embodiment, the shift maps of FIGS. 7 and 8 stored in advance correspond to the shift conditions. Further, of the series of signal processing performed by the transmission control computer 34, the part that executes the above steps corresponds to the shift control means, and the part that executes steps S6 and S11 corresponds to the correction means.

A correction coefficient K which is the final coefficient for correction.
The SF corresponds to the third correction coefficient in this embodiment, and is determined by the flowchart shown in FIG. 4, for example. In step S41, the correction coefficient Kshift corresponding to the first correction coefficient and the correction coefficient KSF corresponding to the second correction coefficient.
TA is added to calculate the temporary correction coefficient KSFb. In the next step S42, the calculated temporary correction coefficient K
It is determined whether SFb is less than or equal to the set value β. The set value β may be upshifted, for example, by moving the limit value in the correction in the direction of facilitating the downshift, that is, the corrected shift-up vehicle speed MVu or the corrected shift-down vehicle speed MVd to the extremely high vehicle speed side. However, the upper limit is set to a value that can avoid the inconvenience that the upshift is not performed. If it is determined that the value is not more than the set value β, the value of the temporary correction coefficient KSFb is set as the correction coefficient KSF in step S43. On the other hand, if it is determined that the temporary correction coefficient KSFb is larger than the set value β, step S
At 44, the value of the set value β is set as the correction coefficient KSF.
In the present embodiment, the step S4 of the series of signal processing of the transmission control computer 34 is performed.
The part that executes 2 is the judgment means, and step S44
The part for executing the above step corresponds to the correction coefficient correcting means, and the part for executing the above steps including these corresponds to the third correction coefficient determining means.

Correction coefficient Ksh in step S41
ift is determined, for example, according to the flowchart of FIG. 5, and is sequentially updated by repeatedly executing this flowchart at a predetermined cycle time, for example, a time interval of 32 msec. First, steps S21 and S2
2, in S23, the throttle valve opening signal STA,
The engine speed signal SNE and the intake air amount signal SQm are read, and in step S24, based on the throttle valve opening TA represented by the throttle valve opening signal STA and the engine speed NE represented by the engine speed signal SNE,
For example, the required intake air amount Qc is calculated from a predetermined data map or arithmetic expression as shown in FIG. Then, in the next step S25, the required intake air amount Qc is divided by the actual intake air amount Qm represented by the intake air amount signal SQm to obtain the correction coefficient Kshif.
Calculate t. This corresponds to the idle speed control valve 38.
The actual intake air amount Qm differs from the calculated required intake air amount Qc even if the throttle valve opening TA is the same, depending on the operating state of the variable mechanism such as the variable valve timing mechanism 52 or the atmospheric pressure. Since it is not possible to perform an appropriate shift control only with the shift map defined with respect to the throttle valve opening TA and the vehicle speed V, the required intake air amount Qc obtained from the throttle valve opening TA and the engine speed NE and the actual This is because the shift-up vehicle speed Vu and the shift-down vehicle speed Vd are corrected according to the ratio of the intake air amount Qm to the appropriate shift control. This correction coefficient Kshift is determined by the idle speed control valve 3
8 or the variable valve timing mechanism 52 or other variable mechanism operating state or the atmospheric pressure is a predetermined standard state, it is about 1.0, but as shown in the time chart of FIG. Since the air density is low in the running state, the value is generally higher than that in the steady running state in the lowland. In this embodiment, the part that executes each of the above steps corresponds to the first correction coefficient determining means. In addition,
The intake air amount Qm is calculated by a detection method that removes the influence of air density.

On the other hand, the correction coefficient KSFTA in step S41 is for facilitating a downshift in accordance with the amount of acceleration required by the driver, that is, for increasing the value of the correction coefficient KSF. It is determined according to the flow chart of FIG. 6 and is repeatedly updated by repeatedly executing this flow with substantially the same cycle time as the flow of FIG. Such FIG.
In step S31, the throttle valve opening ST
Amount of change ΔTA (= TA-TAb) between the current throttle valve opening TA represented by A and the previous throttle valve opening TAb
Is calculated to represent the amount of acceleration required by the driver. In the next step S32, the change amount ΔT
Based on A, the correction value k2 is calculated from a predetermined data map, an arithmetic expression, or the like as shown in FIG. 11, for example. The data map, the arithmetic expression, and the like for obtaining the correction value k2 are set so that the correction value k2 becomes substantially zero when the change amount ΔTA is zero, and the correction value k2 also increases as the change amount ΔTA increases. .. Then, step S33
At the correction value k2 and the correction coefficient KS at the previous cycle
A value obtained by subtracting a constant value α from FTAb (KSFTAb-
.alpha.), and if k2 <KSFTAb-.alpha., the correction coefficient KSFTA is set as KSF in step S34.
TAb-α is set, and when k2 ≧ KSFTAb-α, k2 is set as the correction coefficient KSFTA in step S35. These steps S33 to S35
When the accelerator pedal depression is completed and the change amount ΔTA of the throttle valve opening TA becomes substantially zero, the correction value k2 also becomes zero from the data map of FIG. 11, but the accelerator pedal depression state continues. Since it is considered that the driver's acceleration request continues during this period, the change amount ΔTA becomes zero by attenuating the correction coefficient KSFTA at a predetermined change rate α (attenuation amount per cycle). After that, the acceleration request of the driver is reflected in the correction coefficient KSFTA, and the correction coefficient KSFTA gradually decreases as shown in the time chart of FIG. In this embodiment, the part that executes each of the above steps corresponds to the second correction coefficient determining means.

As shown in FIG. 9, the correction coefficient Kshift and the correction coefficient KSFTA respectively obtained as described above are added, and the correction coefficient KSF determined by the upper limit of the set value β is determined. The gears in the time chart are from "4th" to "3r
After "3rd" is maintained for a period corresponding to the driver's acceleration request by downshifting to "d", upshifting to "4th" is again performed (solid line display part in the figure). In the conventional case in which the upper limit value of the correction coefficient KSF is not restricted, the shift-down vehicle speed Vd is excessively corrected by the temporary correction coefficient KSFb (the broken line display portion in the figure) that remains extremely large. Downshift from "4th" to "2nd" in gear (dotted line display in the figure)
As a result, the shift control is unintended by the driver who exceeds the driver's acceleration request, and the driving performance is rather impaired.

As described above, in the present embodiment, the correction coefficient Kshift, which is the first correction coefficient, has a value for correcting the downshift easily, as in the case where the accelerator pedal is depressed in the high-altitude traveling state. Further, even when the correction coefficient KSFTA, which is the second correction coefficient, also takes a value that corrects in the direction in which the downshift is likely to occur, the added temporary correction coefficient KSFb is limited to the upper limit by the set value β, and the final third Since the correction coefficient KSF, which is the correction coefficient, is determined, gear change control is performed that corresponds to the actual change in the intake air amount Qm and reflects the driver's acceleration request.
Since the shift-down vehicle speed Vd and the shift-up vehicle speed Vu are prevented from being excessively corrected, the drivability of the vehicle is not impaired.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be implemented in other modes.

For example, the shift map of the above embodiment is the vehicle speed V
Although the throttle valve opening TA is defined as the shift parameter, when the throttle valve opening TA changes corresponding to the accelerator pedal operation amount, the accelerator pedal operation amount is used instead of the throttle valve opening TA. It is also possible to set the shift map by using other shift parameters, such as setting the shift map by using the shift map. As for the engine speed NE and the throttle valve opening TA when the required intake air amount Qc is calculated, other parameters that substantially represent them can also be used.

Further, in the above embodiment, the movable vane type air flow meter 16 is used as the intake air amount detecting means. However, other air flow meters such as the Karman vortex type and the hot wire type can be adopted, and the intake pipe pressure is of course adopted. Can also be measured to detect the intake air amount.

Further, in the above embodiment, the air flow meter 1
Although the correction coefficient Kshift was calculated by reading the intake air amount signal SQm detected by No. 6, the strict intake air amount sucked into the combustion chamber 12 of the engine 10 is taken into consideration in consideration of the intake response delay in the air intake path. The correction coefficient Kshift based on the more accurate intake air amount Qm may be obtained by performing calculation by another calculation method described above.

Further, in the above embodiment, the idle speed control valve 38 and the variable valve timing mechanism 52 are used as the variable mechanism.
However, the present invention can be similarly applied to a shift control device for an automobile having another variable mechanism that affects the actual intake air amount.

Further, in the above embodiment, the throttle valve opening TA is used as a parameter indicating the amount of acceleration required by the driver.
Although the change amount ΔTA of is used, other parameters such as the change amount of the accelerator pedal operation amount may be used.

Further, in the above embodiment, the correction coefficient Kshift and the correction coefficient KSFTA are added to obtain the temporary correction coefficient KSFb. However, the third, fourth, ... Temporary correction coefficient KSF
Even when configured to calculate b, the present invention can be similarly applied. In addition, the correction coefficient KSFTA is set based on 1.0, and the correction coefficient KSF is obtained by another calculation method, such as multiplying the correction coefficient Kshift and the correction coefficient KSFTA to calculate the temporary correction coefficient KSFb. The same applies in the case of.

In the above embodiment, the shift-up vehicle speed Vu and the shift-down vehicle speed Vd are obtained from the shift map, and the vehicle speeds Vu and Vd are corrected by the correction coefficient KSF. The actual vehicle speed V to be compared with is corrected by dividing the actual vehicle speed V by the correction coefficient KSF.
When the values u and Vd are calculated from the shift map, the actual throttle valve opening TA is multiplied by a correction coefficient KSF for correction, and the shift line of the shift map is shifted according to the correction coefficient KSF. It is possible to employ various correction means such as selecting one corresponding to the correction coefficient KSF from the shift map.

Further, although the engine control computer 32 and the transmission control computer 34 are separately configured in the above embodiment, the engine 10 and the automatic transmission 68 can be controlled by a single computer.

Further, the set value β in the above embodiment is set to a predetermined upper limit value to the extent that the inconvenience to the upshift can be avoided when performing the correction in the direction in which the downshift easily occurs. The value β is set to the slope of the road surface, the steering angle, or the air conditioner ON.
Alternatively, the shift may be appropriately performed according to the operating state of the vehicle, such as / OFF or determination of a supercharging area in a turbo vehicle.

Although not illustrated one by one, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a diagram corresponding to a claim of the present invention.

FIG. 2 is a diagram illustrating a configuration of an automatic transmission, an engine, and the like including a shift control device that is an embodiment of the present invention.

FIG. 3 is a flow chart for explaining an operation at the time of switching the shift speed of the automatic transmission in the embodiment of FIG.

FIG. 4 is a flowchart for obtaining a correction coefficient KSF used in steps S6 and S11 of FIG.

5 is a flowchart for obtaining a correction coefficient Kshift used in step S41 of FIG.

FIG. 6 is a flowchart for obtaining a correction coefficient KSFTA used in step S41 of FIG.

FIG. 7 is a diagram showing an example of an upshift side shift map used in executing the flowchart of FIG.

FIG. 8 is a diagram showing an example of a downshift side shift map used when executing the flowchart of FIG.

9 is an example of a time chart showing changes in each correction coefficient and a shift speed when an acceleration request is made in a high altitude traveling state in the embodiment of FIG.

10 is an example of a data map for obtaining the required intake air amount Qc from the engine speed NE and the throttle valve opening TA in step S24 of FIG.

11 is an example of a data map for obtaining a correction value k2 from the throttle valve opening TA in step S32 of FIG.

[Explanation of symbols]

10: engine 16: air flow meter (intake air amount detecting means) 20: throttle valve 34: transmission control computer 36: throttle position sensor 68: automatic transmission 72: vehicle speed sensor V: vehicle speed (shift parameter) TA: throttle valve open Degree (shift parameter) NE: engine speed Qc: required intake air amount Qm: actual intake air amount KSF: correction coefficient (third correction coefficient) KSFb: provisional correction coefficient Kshift: correction coefficient (first correction coefficient) KSFTA: Correction coefficient (second correction coefficient) β: Set value Steps S6, S11: Correction means Steps S21, S22, S23, S24, S25: First correction coefficient determination means Steps S31, S32, S33, S34, S35: Second correction Coefficient determining means Steps S41, S42, S43, S44: Third correction Coefficient determination means Step S42: Judgment means Step S44: Correction coefficient correction means

Claims (1)

[Claims] 1. A shift control means for automatically switching a shift stage of an automatic transmission in accordance with a value of an actual shift parameter according to a predetermined shift condition, and an actual intake air detected by an intake air amount detecting means. A first correction coefficient determining means for determining a first correction coefficient based on the ratio of the amount to the required intake air amount calculated by the engine speed and the throttle valve opening, and in accordance with the driver's requested amount for acceleration. Second correction coefficient determining means for determining a second correction coefficient, third correction coefficient determining means for determining a third correction coefficient based on the first correction coefficient and the second correction coefficient, and the third correction coefficient A shift control device for an automatic transmission, comprising: a correction unit that corrects either the shift condition or the value of an actual shift parameter according to the third shift coefficient determination unit. Was the third
Determination means for determining whether or not the correction coefficient exceeds a predetermined set value as a limit value of correction in the direction in which the downshift easily occurs, and the third correction coefficient exceeds the set value by the determination means. When it is determined that the third correction coefficient is set, the shift control device for the automatic transmission is provided with a correction coefficient correction unit that sets the third correction coefficient as the set value.