JPH08207625A - Controller for automatic transmission for vehicle - Google Patents

Abstract

PURPOSE: To provide a sporty transmission feeling intended by a driven by lowering a gear shift shock reduction quantity during selection of a manual transmission mode in comparison with that during selection of an automatic transmission mode. CONSTITUTION: On the basis of an output from a vehicle speed sensor S5 detecting a value complying with a vehicle speed, an output from a throttle opening sensor S1 detecting a value complying with an engine E load, and the predetermined transmission characteristic, a gear shift is carried out in an automatic transmission mode. On the basis of operation of a manual shift lever for changing the predetermined transmission gear ratio by manual operation, a gear shift is carried out in a manual transmission mode. Then, a gear shift shock reduction quantity during selection of the manual transmission mode is lowered as against that during selection of the automatic transmission mode by means of an electronic control unit Ut. In this way, a sporty transmission feeling, which a driver intends, can be provided.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission for a vehicle, which can perform a manual shift in addition to an automatic shift based on a normal shift map.

[0002]

2. Description of the Related Art Conventionally, an optimum shift speed is selected by searching a shift map using detected values such as vehicle speed and engine load as parameters, and automatic shift operation is performed so that the shift speed is established. Transmissions are known. In such an automatic transmission, the shift characteristics are set based on the general driving state, so it is difficult to select the optimum gear stage in all driving states, and the throttle opening and Although the amount of depression of the accelerator pedal is detected, there is a problem that the shift speed is uniformly determined in the end. Further, although there are some which can select a shift characteristic in which importance is attached to power performance or a shift characteristic in which importance is attached to fuel efficiency, it is difficult to say that any of them completely realizes the shift characteristic according to a driver's preference.

Therefore, an automatic transmission has been proposed in which a driver can select an arbitrary shift speed by operating a switch or a lever (Japanese Patent Laid-Open No. 59-3735).
No. 9, JP-A No. 2-8545, and JP-A No. 2-12.
5174).

Further, there has been proposed one in which engine torque is reduced during gear shifting in order to reduce gear shift shock (Japanese Patent Laid-Open Nos. 58-207556 and 62-88624).
(See the official gazette). In these devices, the engine torque is reduced based on the output of the timer or with the engine speed or the transmission input shaft speed that causes a change in the speed during gear shifting as a parameter. Was constant or was a set value according to the engine load.

[0005]

When the engine torque reduction control described above is applied to an automatic transmission having a manual shift mode, the shift shock is naturally reduced even in the manual shift mode. In the manual shift mode, the driver cannot obtain the shift feeling (direct feeling, crisp running) intended by the driver, resulting in an extended shift feeling.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to obtain a sporty shift feeling intended by the driver by appropriately setting the magnitude of the shift shock in the manual transmission mode. To do.

[0007]

In order to achieve the above object, the invention described in claim 1 is a vehicle speed detecting means for detecting a value according to a vehicle speed, and an engine for detecting a value according to an engine load. A load detection means, an automatic speed change mode capable of controlling the speed change ratio based on the output of the vehicle speed detection means, the output of the engine load detection means, and a preset speed change characteristic;
A gear shift command unit that outputs a gear shift command for shifting to a predetermined gear ratio by a manual operation, a manual gear shift mode that shifts based on the operation of the gear shift command unit, and a plurality of engaged and disengaged gears during a gear shift. A control device for an automatic transmission for a vehicle, comprising: a hydraulic engagement element; and a control means for controlling an engine torque so as to reduce a shift shock during a shift, wherein the automatic transmission control device for a vehicle is selectable from an automatic shift mode and a manual shift mode. The control means sets the shift shock reduction amount when the manual shift mode is selected to be smaller than the shift shock reduction amount when the automatic shift mode is selected.

In addition to the structure of claim 1, the invention described in claim 2 is characterized in that the shift shock reduction amount is reduced by reducing the amount of change in engine torque.

In addition to the configuration of claim 1, the invention described in claim 3 is characterized in that the shift shock reduction amount is reduced by delaying the engine torque change start timing.

The invention described in claim 4 is characterized in that, in addition to the configuration of claim 1, the shift shock reduction amount is reduced by advancing the engine torque change end timing.

[0011]

According to the first aspect of the present invention, when the manual shift mode is selected, a larger shift shock occurs than when the automatic shift mode is selected. It is possible to obtain a good shift feeling.

[0012]

Embodiments of the present invention will be described below with reference to the drawings.

1 to 7 show an embodiment of the present invention. FIG. 1 is an overall structural view of an automatic transmission for a vehicle and its control device, and FIG. 2 shows a select lever shared with a manual shift lever. 5 is a perspective view of a manual shift lever provided on the steering column, FIG. 4 is a view showing indicators of a select position and a shift stage, and FIG.
7 is a diagram showing another alternative of the indicator for the select position and the shift stage, FIG. 6 is a flowchart for explaining the action, FIG.
Is a time chart explaining the operation.

FIG. 1 shows a 7-position automatic transmission T for a vehicle.
7 types of ranges depending on the select lever, that is, “P” range (parking range), “R” range (reverse range), “N” range (neutral range), “D” range (1st speed to 4th speed). Speed automatic shift range), "M" range (1st to 4th speed manual shift range),
"2" range (including 2nd fixed range, 3rd gear shift → 2nd gear shift down) and "1" range (1st fixed range, 2nd gear shift → 1st hold gear shift down) It is possible to select any of (including).

The automatic transmission T includes a main shaft MS connected to a crankshaft 1 of an engine E via a torque converter 2 having a lockup clutch L, a countershaft CS arranged in parallel with the main shaft MS, And a secondary shaft SS.

The main shaft MS supports a main first speed gear 3, a main second speed-third speed gear 4, a main fourth speed gear 5, and a main reverse gear 6. Counter shaft C
S is a counter first speed gear 7 that meshes with the main first speed gear 3 and a counter second speed-that meshes with the main second speed-third speed gear-4.
Counter fourth speed gear 9, counter second speed gear 10, main reverse gear 6 meshing with third speed gear 8 and main fourth speed gear 5.
A counter reverse gear 12 connected to the reverse idle gear 11 is supported. The secondary shaft SS supports a first secondary second speed gear 13 that meshes with the counter second speed-third speed gear 8 and a second secondary second speed gear 14 that meshes with the counter second speed gear 10.

When the main first speed gear 3 rotatably supported on the main shaft MS is connected to the main shaft MS by the first speed clutch C ₁ , the first speed gear is established. Since the first speed clutch C ₁ is maintained in the engaged state even when the second speed to the fourth speed is established, the counter first speed gear 7 is supported via the one-way clutch C _OW . The second secondary second speed gear 14 which is rotatably supported on the secondary shaft SS is
When the secondary clutch SS is engaged with the high speed clutch C ₂ , the second speed is established. When the counter second-speed -3-speed gear 8, relatively rotatably carried on the counter shaft CS by the third speed clutch C ₃ counter coupled to the shaft CS, 3
The high speed stage is established.

With the counter fourth speed gear 9 rotatably supported on the counter shaft CS being coupled to the counter shaft CS by the selector gear SG, the main shaft MS is
When the main fourth speed gear 5 rotatably supported in the main shaft MS is connected to the main shaft MS by the fourth speed-reverse clutch C _4R , the fourth speed gear is established. With the counter reverse gear 12 rotatably supported on the counter shaft CS coupled to the counter shaft CS by the selector gear SG, the main reverse gear 6 rotatably supported on the main shaft MS is connected by the fourth speed-reverse clutch C _4R . When connected to the main shaft MS, a reverse gear is established.

The rotation of the counter shaft CS is transmitted to the differential D via the final drive gear 15 and the final driven gear 16, and from there to the drive wheels W, W via the left and right axles 17, 17.

Further, when the first speed hold clutch C _LH is used to _connect the counter first speed gear 7 to the counter shaft CS while the first speed clutch C ₁ is engaged, the first speed hold gear stage is established. If the first speed hold gear is established when engine braking is required, the torque of the drive wheels W, W can be transmitted to the engine E in reverse even if the one-way clutch C _OW slips.

The electronic control unit Ut for controlling the automatic transmission T is composed of a CPU 18, a ROM 19, a RAM 20, an input circuit 21 and an output circuit 22.

The throttle opening TH detected by the throttle opening sensor S ₁ provided in the engine E, the engine rotation speed Ne detected by the engine rotation speed sensor S ₂ provided in the engine E, and the main shaft MS provided in the main shaft MS. Main shaft speed Nm detected by shaft speed sensor S ₃
And the counter shaft rotation speed Nc detected by the counter shaft rotation speed sensor S ₄ provided on the counter shaft CS.
And the vehicle speed V detected by the vehicle speed sensor S ₅ provided on the differential D, and the select lever position sensor S ₆
A select lever position P detected in a shift-up switch S ₇ which will be described later, the shift down switch S ₈ which will be described later, the cooling water temperature Tw detected by the water temperature sensor S ₉ provided in the engine E, the electronic control unit Ut It is input to the input circuit 21.

The output circuit 22 of the electronic control unit Ut is
1st speed clutch C ₁ of automatic transmission T, 2nd speed clutch C ₂ ,
Five solenoids SL ₁ to 5 provided in the hydraulic control circuit O for controlling the operations of the third speed clutch C ₃ , the fourth speed-reverse clutch C _4R , the first speed hold clutch C _LH , the selector gear SG and the lockup clutch L. Connected to SL ₅ . Solenoid SL ₁ turns on lockup clutch L
ON / OFF, the solenoid SL ₂ controls the capacity of the lockup clutch L, and the solenoids S ₃ and S ₄ are 1
ON / OFF of the high speed clutch C ₁ , the second speed clutch C ₂ , the third speed clutch C ₃ , the fourth speed-reverse clutch C _4R and the first speed hold clutch C _LH , and the operation of the selector gear SG, and the solenoid SL ₅ is the clutch hydraulic pressure. Control the.

The output circuit 22 of the electronic control unit Ut
An electronic control unit Ue is connected to the engine E. The electronic control unit Ue is connected to the engine E when the automatic transmission T shifts.
Control the output torque of.

As shown in FIG. 2, the range selected by the select lever 25 is the normal "P" range or "R" range.
In addition to the range, the “N” range, the “D” range, the “2” range, and the “1” range, the “M” range (1st to 4th speed manual shift range) is provided. The guide groove 26 that guides the select lever 25 is formed in a substantially H shape, and the position where the select lever 25 is tilted to the right from the “D” range is the “M” range, where the select lever 25 can be tilted back and forth. Is. When the select lever 25 is tilted forward (+ direction) in the "M" range, the shift up switch S ₇
Is operated to output a shift-up command, and when the select lever 25 is tilted backward (-direction), the shift-down switch S ₈ is operated to output a shift-down command.

In FIG. 3, a manual shift lever 27, which is independent of the select lever 25, is provided, and the steering column 2 supporting a steering wheel 28 is provided.
Manual shift lever 2 that can be swung up and down on the left side of 9
7 is provided. Select lever 25 (not shown) is "D"
The "M" range is provided between the range and the "2" range, and when the manual shift lever 27 is tilted upward (+ direction) while the "M" range is selected by the select lever 25, the shift up switch S ₇ operates to output a shift-up command, and when the manual shift lever 27 is tilted downward (-direction), the shift-down switch S ₈
Is activated and a downshift command is output.

As shown in FIG. 4, an indicator 33 provided on a meter panel 32 having a speedometer 30 and a tachometer 31 displays the range selected by the select lever 25 and selects the "M" range. When it is being operated, the currently established gear stage is displayed. Alternatively, as shown in FIG. 5, the tachometer 31
The range selected by the select lever 25 is displayed on the indicator 33 provided in the above, and when the "M" range is selected, the currently established shift speed is displayed.

In FIGS. 4 and 5, the visibility is further improved by blinking the display of the currently established shift speed. Further, instead of displaying the 1st to 4th gears with the numbers 1 to 4, it is possible to display the gear ratio of the gears.

Then, "D" is selected by the select lever 25.
When the range is selected, based on the shift map having the vehicle speed V detected by the vehicle speed sensor S ₅ and the throttle opening TH detected by the throttle opening sensor S ₁ as parameters, the 1st speed shift stage to the 4th speed shift stage Up-shifting and down-shifting in between are automatically performed. Further, when the "2" range is selected, the second speed shift stage is established. However, if the vehicle speed is too high when the "2" range is selected and an overrev occurs at the second speed shift stage, first, the third speed shift speed is set. Dan is established,
After the vehicle speed decreases, downshifting to the 2nd speed
It is fixed to the high speed stage. Similarly, when the vehicle speed is high when the "1" range is selected and an overrev occurs at the 1st hold gear, the 2nd gear is first established.
After the vehicle speed has decreased, the vehicle is downshifted to the first speed hold gear and fixed to the first speed hold gear.

When the "D" range is switched to the "M" range, the gear position in the "D" range before the switching is 1
If the shift speed is from the third shift speed to the third shift speed, the same shift speed is held in the "M" range after switching. If the shift speed in the “D” range before switching is the fourth shift speed, the third shift speed is established in the “M” range after switching. However, if overrev occurs when the third speed is established, the fourth speed is exceptionally established.

When the "2" range is switched to the "M" range, the gear stage in the "2" range before the switching is three.
Regardless of whether it is the first gear or the second gear, the third gear is established in the "M" range after the switching. However,
When the "2" range is switched to the "M" range when the vehicle is stopped, the first speed gear stage is established in the "M" range after the switching.

Further, by operating the shift-up switch S ₇ or the shift-down switch S ₈ while the vehicle is stopped in the "M" range, the first speed or the second speed is set as the speed for starting the vehicle.
A high speed gear can be selected.

As shown in the flow chart of FIG. 6, when the shift command is output (step S1), if the "D" range is selected (step S2), it is preset for the "D" range. If the shift torque (that is, the engine torque during shifting) is controlled based on the data (step S3) and the "M" range is selected (step S2), it is preset for the "M" range. The shift torque is controlled based on the data (step S4).

This will be further described based on the time chart of FIG. When the shift command is output, the hydraulic pressure of the hydraulic engaging element in the preceding stage starts to decrease and the hydraulic pressure of the hydraulic engaging element in the subsequent stage starts to increase in order to establish a new shift stage. At this time, the main shaft rotational speed Nm detected by the main shaft rotational speed sensor S _3, a slip ratio ECL of the hydraulic engaging element which is calculated on the basis of the counter shaft rotation speed Nc detected by the counter shaft revolution speed sensor S ₄ When the slip ratio ECL is monitored (time t = t
₀ ), and it is determined that the hydraulic engagement element of the preceding stage starts to slide and the actual shift is started.

When the "D" range is selected,
When the slip ratio ECL reaches a predetermined value indicating the torque reduction start timing of the “D” range (time t ₁ ), the electronic control unit Ue starts reducing the engine torque by means such as ignition retard, and the slip ratio ECL Becomes a predetermined value indicating the vicinity of the end of the shift (time t ₂ ), the engine torque recovery is started to end the reduction of the engine torque. As described above, by reducing the engine torque during the substantial shift, the shift shock is reduced.

On the other hand, when the "M" range is selected, when the slip rate ECL becomes a predetermined value as a slow torque reduction start timing than the torque reduction start timing of the "D" range (time t ₁ ') The engine torque reduction control is started, and the torque change amount is set to be smaller than the torque change amount in the "D" range. Then, the engine torque reduction control ends at the same timing (time t ₂ ) as in the case of the "D" range. As described above, when the “M” range is selected, the engine torque reduction control is started later than in the case of the “D” range, and the change amount of the engine torque is reduced, whereby “M” is selected. The total engine torque reduction amount in the "range" is smaller than that in the "D" range, and the reduction amount of shift shock in the "M" range is "D".
It becomes smaller than that of the range. As a result, it is possible to obtain a direct shift feeling suitable for the "M" range in which the driver expects sporty driving.

Although the embodiments of the present invention have been described in detail above, the present invention can be modified in various ways without departing from the scope of the invention.

For example, although the engine torque is reduced by the ignition retard control in the embodiment, it can be performed by any means such as fuel injection amount control, throttle opening control, EGR control and the like. Further, as means for reducing the shift shock reduction amount, in addition to delaying the engine torque change start timing and reducing the engine torque change amount shown in the embodiment, the engine torque change end timing can be advanced. is there.
Further, in the embodiment, it is determined that the substantial gear shift is started based on the slip ratio ECL of the hydraulic engagement element. However, this is measured by a timer with the elapsed time from when the gear shift command is output. It can be determined that the substantial gear shift has started when the predetermined time has elapsed. Also,
It is also possible to increase the engine torque instead of reducing it when shifting in the "M" range. in short,
It suffices to perform control so that the rate of reduction of shift shock is smaller than that during shift in the "D" range.

[0039]

As described above, according to the invention described in claim 1, the shift shock reduction amount when the manual shift mode is selected is the shift shock reduction amount when the automatic shift mode is selected. By making it smaller than that, it is possible to obtain the direct shift feeling that the driver intends in the manual shift mode.

According to the invention described in claim 2,
By reducing the amount of change in engine torque, the shift shock reduction amount can be reduced.

According to the invention described in claim 3,
The shift shock reduction amount can be reduced by delaying the engine torque change start timing.

According to the invention described in claim 4,
The shift shock reduction amount can be reduced by advancing the engine torque change end timing.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a vehicle automatic transmission and its control device.

FIG. 2 is a perspective view of a select lever shared with a manual shift lever.

FIG. 3 is a perspective view of a manual shift lever provided on a steering column.

FIG. 4 is a view showing indicators for a select position and a shift stage.

FIG. 5 is a view showing another alternative of the indicator for the select position and the gear position.

FIG. 6 is a flowchart illustrating the operation.

FIG. 7 is a time chart explaining the operation.

[Explanation of symbols]

C ₁ 1st speed clutch (hydraulic engagement element) C ₂ 2nd speed clutch (hydraulic engagement element) C ₃ 3rd speed clutch (hydraulic engagement element) C ₄ 4th speed clutch (hydraulic engagement element) E Engine S ₁ throttle open Degree sensor (engine load detection means) S ₅ vehicle speed sensor (vehicle speed detection means) T automatic transmission Ut electronic control unit (control means) Ue electronic control unit (control means) 25 select lever (shift command means) 27 manual shift lever ( Gear change command means)

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI technical display area F16H 59:74

Claims (4)

[Claims] 1. A vehicle speed detecting means for detecting a value according to a vehicle speed, an engine load detecting means for detecting a value according to an engine load, an output of the vehicle speed detecting means and an output of the engine load detecting means, and a preset value. An automatic gear shift mode in which the gear ratio can be controlled based on the gear shift characteristics, a gear shift command means for outputting a gear shift command for shifting to a predetermined gear ratio by manual operation, and a manual gear shift for operating the gear shift command means The automatic transmission mode and the manual shift mode are provided with a shift mode, a plurality of hydraulic engagement elements that are engaged and disengaged during the shift, and control means for controlling the engine torque to reduce shift shock during the shift. In a control device for an automatic transmission for a vehicle capable of selecting a mode and a mode, the control means controls the shift shock reduction amount when the manual shift mode is selected. There control apparatus for a vehicular automatic transmission, which comprises less than shift shock reduction amount when the selected. 2. The control device for an automatic transmission for a vehicle according to claim 1, wherein the shift shock reduction amount is reduced by reducing an amount of change in engine torque. 3. The control device for an automatic transmission for a vehicle according to claim 1, wherein the shift shock reduction amount is reduced by delaying the engine torque change start timing. 4. The control device for an automatic transmission for a vehicle according to claim 1, wherein the shift shock reduction amount is reduced by advancing an engine torque change end timing.