JPH0650261Y2 - Automatic transmission control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial application] The present invention relates to a technique for controlling a gear ratio of an automatic transmission of a vehicle.

[Prior Art] Conventionally, an automatic transmission for a vehicle is
For example, the vehicle speed and the required output amount (for example, the throttle opening or the accelerator opening) are detected, and the gear ratio is controlled according to the gear shift pattern shown in FIG. For example, as shown in FIG. 5, when the throttle opening is reduced from the traveling state PA in the third speed, the automatic transmission is operated when the traveling state PB on the upshift line from the third speed to the overdrive (OD) is reached. Shifts from 3rd speed to OD.

Further, as disclosed in JP-A-56-39349 and JP-A-56-46150, a downshift is forcibly performed when a predetermined condition is satisfied regardless of the above-mentioned shift pattern. There is also a gear shifting technology.

[Problems to be Solved by the Invention] However, none of the conventional shift technologies can solve the following problems, which may lead to lack of engine braking and frequent shift feeling.

In the former shift technique according to the shift pattern, for example, when the vehicle is traveling in the traveling state PA shown in FIG. 5, the throttle is fully closed with the intention of decelerating, and when the vehicle transits to the traveling state PC, the traveling state PB is set. Upshift from 3rd speed to OD. Therefore, the automatic transmission shifts to the high speed side where the effect of the engine braking becomes small, even though the driver fully closes the throttle opening with the intention of decelerating. As a result, the driver feels a lack of engine braking feeling and strongly presses the brake of the vehicle in order to obtain a desired deceleration feeling.

Also, the above-mentioned upshift is repeated every time a corner enters with ups and downs in mountainous areas, that is, upshift at the corner entrance and downshift when the accelerator is stepped on at the corner exit for acceleration. And the driver feels frequent shifts.

On the other hand, even in the latter technique of forcibly performing the downshift, since the gearshift is normally performed according to the gearshift pattern, the upshift occurs before the corner as in the former case. That is, the upshift occurs before the corner, and the downshift is performed by stepping on the brake. As a result, the driver feels frequent shifts.

It is an object of the present invention to improve the braking performance of a vehicle and reduce the frequent shift feeling by solving the above problems.

[Means for Solving Problems] As means for achieving the above object, the control device for an automatic transmission according to the present invention is connected to an engine MA based on a running state of a vehicle, as illustrated in FIG. In the control device provided with the shift control means MC for controlling the gear ratio of the automatic transmission MB, the required output amount detection means MD for detecting the required output amount of the engine MA and the gear ratio of the automatic transmission MB are Gear ratio detecting means ME for detecting
And braking state detection means for detecting the braking state of the vehicle brake
When the required output amount detected by the required output amount detecting means MD and the MF changes below a predetermined value, and the gear ratio detected by the gear ratio detecting means ME is equal to or more than a predetermined value, the shift control means MC Assuming that the upshift is performed by the shift control means MC, the shift control means MC prohibits the upshift for a predetermined period, and the shift prohibiting means MG prohibits the upshift of the automatic transmission MB. In addition, when a braking state of the brake is detected by the braking state detecting means MF, a shift limiting means MH for continuing the prohibition of the upshift by the shift control means MC is provided.

The automatic transmission MB is, for example, a stepped or continuously variable transmission.

When the required output amount changes below a predetermined value, for example, when the throttle opening becomes a predetermined value or below, or when the accelerator pedal is released, for example, the idle switch is turned on. At this time, or when the detection value of the throttle opening sensor becomes equal to or less than a predetermined value, it is estimated.

The gear ratio being equal to or higher than the predetermined value means a range in which the gear ratio changes slightly when the required output amount changes to the predetermined value or less. For example, in the case of a stepped automatic transmission having four forward speeds, the speed is 1 to 3 speeds, or 1 to 2 speeds.

The predetermined period during which the upshift is prohibited is, for example, a stepping time from the state in which the accelerator pedal is depressed to the brake pedal is depressed, and for example, the predetermined time or the predetermined time is a function of the vehicle speed, a function of the rate of change of the vehicle speed, It may be corrected by a function of the steering angle or a function of the engine speed.

[Operation] The control device for the automatic transmission according to the present invention comprises the required output amount detecting means.
When the required output amount of the engine MA detected by the MD changes below a predetermined value and the gear ratio of the automatic transmission MB detected by the gear ratio detection means ME is equal to or more than a predetermined value, first, the automatic change control by the gear change control means MC is performed. Upshift of transmission MB is prohibited by shift prohibiting means MG for a predetermined period. Next, while the upshift is prohibited, if the braking state of the brake is detected by the braking state detection means MF, the shift restriction means MH continues to inhibit the upshift by the shift control means MC. There is. Thus, for example, if the accelerator pedal is released and the brake pedal is not changed within the predetermined period, the gear change control according to the shift pattern is performed after the predetermined period has elapsed, but the accelerator pedal is changed to the brake pedal. In this case, upshifting is prohibited and, for example, the gear ratio before stepping is maintained.

[Embodiment] An embodiment of the present invention will be described below with reference to FIGS.

In FIG. 2, 10 is an engine and 12 is an automatic transmission. The automatic transmission 12 controls the hydraulic pressure by energizing and de-energizing the solenoid valves S1, S2, S3 to enable four-stage gear shifting and control of a direct coupling clutch.

The solenoid valves S1, S2, S3 are designed to be driven by a signal from the control circuit 14, and the control circuit 14 controls the engine 10,
Signals are input from sensors and switches arranged in various parts of the vehicle including the automatic transmission 12.

These sensors or switches are used in the intake passage of the engine 10.
An idle switch 19 for detecting the full closing of a throttle valve 18 arranged in 16 and a throttle opening sensor 20 for detecting the opening θ, a cooling water temperature sensor 22 for detecting the cooling water temperature of the engine 10, an automatic proportional to the vehicle speed V A vehicle speed sensor 26 for detecting the rotation speed of the output shaft 24 of the transmission 12 (A / T output shaft rotation speed), a brake sensor 30 for detecting the depression of the vehicle brake 28, and the like.

The control circuit 14 is composed of a central processing unit 32, a storage unit 34, an input / output interface 36, etc., which constitute a known microcomputer.

Next, the upshift routine of FIG. 3 which is stored in advance in the storage unit 34 of the control circuit 14 as a program and is started and processed by the central processing unit 32 at predetermined time intervals and the flag referred to by the upshift routine are set. The control of the present embodiment will be described based on the upshift prohibition routine shown in FIG.

When the upshift routine of FIG. 3 is started, an upshift is determined in accordance with a shift pattern based on the vehicle speed and the throttle opening in a shift determination routine (not shown) (step 90). Next, referring to the state of the upshift prohibition flag UPK set in the upshift prohibition routine of FIG. 4 (step 92), if the flag UPK is not set, the shift signal based on the upshift determination, I / O interface 36
To the automatic transmission 12 via (step 94).
That is, the upshift is actually performed. On the other hand, if the upshift prohibition flag UPK is set, the shift signal based on the upshift determination is not output as it is, and this routine is once ended. That is, the upshift is not executed.

Next, when the upshift prohibition routine of FIG. 4 is started, it is first determined whether or not the accelerator pedal is released and the engine 10 is in the idle state (step 100). That is, it is read via the input / output interface 36 whether or not the idle switch 19 is “ON”, and if the idle switch 19 is “ON”, it is determined that the idle switch 19 is in the idle state. If it is determined that the idle state is not set, the flag TMCE (elapsed flag TMCE) indicating that a predetermined time (described later in detail) has passed since the idle state was cleared (step 110), and this routine is executed. It ends once. On the other hand, if it is determined that the vehicle is in the idle state (step 100), is the flag TMC (in-time flag TMC) indicating that it is within the predetermined time after the current idle state set? It is determined whether TMC = 1) (step 120). If the in-time flag TMC is set here, the upshift prohibition flag UPK referred to in the routine of FIG. 3 is set (step 130), and then it is determined whether the brake is "on" or not. If it is determined that the in-time flag TMC is not set, perform steps 140 to 1 before judging the brake.
Perform processing 70. That is, first, it is determined whether or not the elapsed flag TMCE is set (step 140), and if it is determined that the elapsed flag TMCE is not set by this determination, that is, when the current idle state (previous time If it is not in the idle state), the upshift prohibition flag UPK referred to in the upshift routine of FIG. 3 is sequentially set (step 1).
50), setting the in-time flag TMC (step 160), and clearing (initializing) the timer TM for accumulating the time from the idle state (step 170). As a result, when the idle state is entered, the upshift prohibition flag UPK is set, the actual upshift of the automatic transmission 12 is prohibited, and the flag TMC indicating that it is within the predetermined time is "set". , Timer TM is reset. Also, by setting the in-time flag TMC (step 160), from the next time onward, the above steps 140 to
Upshift prohibit flag U without 170 processing
After setting the PK (step 130), the process shifts to a determination whether the brake is "on" (step 180). If it is determined that the progress flag TMCE is set, the process proceeds to the determination of whether the brake is "on" (step 180) without performing the steps 150 to 170.

When the process shifts from the above step 130 or steps 140 to 170, that is, within a predetermined time after the idling state, it is judged whether the next brake is "on" (step 180). Sensor 3
This is performed by inputting the state of 0 through the input / output interface 36. If it is determined that the brake is not "on" here, the process proceeds to a process of determining whether or not the value of the timer TM indicating the elapsed time from the time of the next idle state is the predetermined time TM1 or more ( (Step 190), on the other hand, if it is determined that the brake is "on", before executing step 190, determine whether or not the brake flag BK indicating that the brake is "on" is set. If not, the brake flag BK is set (step 210).

If it is determined by the timer TM (step 190) that the elapsed time has not reached the predetermined time TM1, this routine is temporarily terminated, and if TM ≧ TM1, the next , Clear the time flag TMC (Step 2
20), and the progress flag TMCE set (step 230)
Are sequentially performed, and then the processing shifts. Thus, until the predetermined time TM1 has elapsed, the various flags are held in the current state, and when the predetermined time TM1 has elapsed, the in-time flag TMC and the elapsed flag TMC are in a state indicating that the predetermined time TM1 has elapsed. Become.

When the predetermined time TM1 has elapsed, the brake flag B
Determine whether K is set (step 240),
If it is set, the brake flag BK is cleared as it is (step 250) and this routine is once terminated. If it is not set, the upshift prohibition flag UPK is cleared before the flag BK is cleared (step 260). ). As a result, the set state of the upshift prohibition flag UPK is maintained and the upshift of the automatic transmission 12 is actually prohibited while the brake is “on” after the lapse of the predetermined time TM1. On the other hand, when the brake is not "on", the flag UPK is cleared, and the automatic transmission 12 is allowed to upshift.

When the value of the timer TM becomes equal to or larger than the value of the predetermined time TM1, the processing of steps 150 to 170, that is, the upshift prohibition and the initialization of the timer TM are performed by the judgment of the progress flag TMCE (step 140). Since the processing such as the above is bypassed, the upshift is not prohibited even when the brake is depressed again.

As described above, in the present embodiment, when the accelerator pedal is released and the vehicle enters the idle state, the upshift is prohibited for a predetermined time, and the brake 28 is depressed while the upshift is prohibited. Will continue to prohibit the upshift. As a result, if the brake pedal is not depressed within the predetermined time during which the upshift is prohibited, it is determined that the driver has released the accelerator pedal with the intention of coasting, and the upshift is prohibited. It is possible to shift to smooth coasting due to the high shift speed without performing. However, if the brake is depressed within the predetermined time during which the upshift is prohibited, it is determined that the driver has the intention to decelerate, and the upshift is prohibited to prevent the driver from becoming idle. It is possible to generate the engine braking force due to the low gear position.

Therefore, according to the present embodiment, the driver's willingness to coast and decelerate will be reflected in the gear ratio control of the automatic transmission without giving a sense of discomfort, and a very excellent effect that the driving feeling is improved is achieved.

Moreover, for example, when the vehicle is traveling on a winding road such as in a mountainous area at a relatively low speed such as 2nd speed or 3rd speed, that is, when it is necessary to frequently change the accelerator pedal and the brake pedal. In addition, since up-shifting and down-shifting are not repeated each time the pedal is stepped on, frequent shifting is prevented, and durability and driving feeling of the automatic transmission are improved. Further, since the load on the vehicle brake during deceleration is reduced, the durability of the brake is improved.

The present invention is not limited to the above embodiment,
For example, various modes can be implemented within the scope of the present invention such as the model of the automatic transmission and the means for inhibiting the speed change.

[Advantages of the Invention] In the control device for an automatic transmission according to the present invention, for example, the driver's intention of deceleration or intention of coasting is reflected in the shift control of the automatic transmission. It has an extremely excellent effect that it improves. That is, when the required output amount changes to a predetermined value or less when the gear ratio is equal to or higher than a predetermined value, first, the upshift is prohibited for a predetermined period, and if the brake is not brought into the braking state during this period, for example, the driver may coast With a will, it is determined that the accelerator pedal has been released, and gear ratio control is performed based on the running state of the vehicle. As a result, an upshift is performed according to, for example, a gear shift pattern, so that an uncomfortable feeling of deceleration is not felt.

Further, when the brake is in the braking state during the predetermined prohibition period, for example, it is determined that the driver releases the depression of the accelerator pedal with the intention of decelerating, and the upshift is prohibited. As a result, a gear ratio that is equal to or greater than the value before the accelerator pedal is released. Therefore, when the gear ratio before the accelerator pedal is released is a low speed stage in which the driving force is large, the driver can obtain the deceleration expected for the speed stage, which improves the driving feeling and drivability. .

In addition, since the gear ratio that meets the driver's expectations is obtained, the brake pedal is not depressed excessively, so that the durability of the vehicle brake is improved.

Further, for example, when traveling on a winding road such as in a mountainous area, that is, when the accelerator pedal and the brake pedal are frequently stepped on, frequent changes in the gear ratio due to the stepping are extremely reduced. Driving feeling, drivability, and durability are improved.

[Brief description of drawings]

FIG. 1 is a configuration diagram illustrating a basic configuration of a control device for an automatic transmission according to the present invention, FIG. 2 is a configuration diagram of an embodiment of the present invention, and FIG. 3 is a flowchart of an upshift routine of the embodiment, FIG. 4 is a flowchart of an upshift prohibiting routine of the embodiment, and FIG. 5 is an explanatory diagram of gear shifting according to a gearshift pattern of a conventional example. MA: Engine MB: Automatic transmission MC: Gear change control means MD: Required output amount detection means ME: Gear ratio detection means MF: Braking state detection means MG: Gear change prohibition means MH: Gear change restriction means 10 …… Engine 12 …… Automatic transmission 14 …… Control circuit 19 …… Idle switch 20 …… Throttle opening sensor 26 …… Vehicle speed sensor 30 …… Brake sensor

Claims (1)

[Scope of utility model registration request] 1. A required output amount detecting means for detecting a required output amount of an engine in a control device having a shift control means for controlling a gear ratio of an automatic transmission connected to an engine based on a running state of a vehicle. Means, a gear ratio detecting means for detecting a gear ratio of the automatic transmission, a braking state detecting means for detecting a braking state of a vehicle brake, and a required output amount detected by the required output amount detecting means is less than a predetermined value. When the gear ratio detected by the gear ratio detection means is equal to or greater than a predetermined value, it is determined that the operation state is an upshift by the gear change control means, and the upshift by the gear change control means is performed for a predetermined period. And a brake by the braking state detecting means while the upshift of the automatic transmission is prohibited by the shift prohibiting means. If the braking state is detected, the control system for an automatic transmission, characterized in that it comprises a transmission limiting means to continue the prohibition of upshift by the shift control means.