JPH10231924A - Shift control device of automatic transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain good drivability while the vehicle is running in winding in which head swinging occurs continually. SOLUTION: On the basis of the acumulated period of head swing running, the end timing of the shift prohibited period is decided by an end timing deciding means 108, and a shift prohibiting means 110 prohibits shifting of an automatic transmission 14 till the given end timing for the shift prohibit period. In running with head swings, for example on hilly road, head swinging occurs more continually with longer period of head swing running, i.e., with higher frequency of head swing running, so that frequent shifting in winding run is suppressed by deciding the end timing of the shift prohibit period on the basis of the acumulated period of swinging runs as described above, and good drivability is obtained.

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 controlling a gear of an automatic transmission in a vehicle.

[0002]

2. Description of the Related Art There is known a shift control device for a vehicle automatic transmission of a type in which shifting of an automatic transmission is inhibited during a turning operation of a vehicle and during a shift inhibition period until a predetermined period elapses after the turning operation is completed. ing. For example, JP-A-63-207
This is the shift control device for an automatic transmission for a vehicle described in Japanese Unexamined Patent Publication No. 735-735.

By the way, in the conventional vehicle as described above,
The shift of the automatic transmission is prohibited not only during the turning traveling but also until a predetermined period after the turning traveling ends, so that downshifting is possible in a state where the vehicle returns to the straight traveling without fail, and traveling stability is ensured. Sufficient power performance can be obtained on an uphill road after turning without impairing the vehicle. Further, when the next turning travel is started before the predetermined period elapses, the shift prohibition of the automatic transmission is continued, so that the shifting is frequently repeated even in the winding travel in which the turning travel is continuous. Is considered to be prevented.

[0004]

However, in the above-mentioned conventional shift control device, the predetermined period after the end of the turning travel in which the shift of the automatic transmission is prohibited is constant.
In an actual winding travel in which the straight traveling period between the turning travel and the turning travel varies greatly, the shift prohibition of the automatic transmission is not always continuously executed, so that the drivability due to frequent shifting is reduced. There was a case.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a shift control device for an automatic transmission for a vehicle, which can obtain drivability in winding traveling in which turning traveling is continuous. Is to do.

[0006]

SUMMARY OF THE INVENTION In order to achieve the above object, the gist of the present invention is to provide an automatic transmission in a shift prohibition period during a turning operation of a vehicle and a predetermined period after the end of the turning operation. A shift control device for an automatic transmission for a vehicle of a type that inhibits shifting of the machine, comprising: (a) a shift inhibition period end timing determining means for determining an end time of the shift inhibition period based on an accumulated period of the turning travel. And (b) shift prohibition means for prohibiting the shift of the automatic transmission until the end of the shift prohibition period determined by the shift prohibition period end time determination means.

[0007]

Thus, the end time of the shift prohibition period is determined by the shift prohibition period end time determining means based on the cumulative period of the turning travel, and the shift prohibition means ends the shift prohibition period. Shifting of the automatic transmission is prohibited until the end of the shift prohibition period determined by the timing determining means. For example, in a turning operation on a mountain road or the like, the longer the period of the turning operation, that is, the larger the number of times of the turning operation, there is a property of being continuous. By determining the timing, frequent shifts in winding traveling are further suppressed, and suitable driving performance is obtained.

[0008]

In another aspect of the present invention, preferably, the shift prohibition period end timing determining means increases the turning travel period and decreases the turning travel determination value during a turning suspension period. The end time of the shift prohibition period is determined based on the above. For example, the shift prohibition period end timing determining means determines that the vehicle is in continuous turning when the turning travel determination value exceeds a preset start determination reference value, and the turning travel determination value is greater than the start determination reference value. When the value falls below an end determination reference value set in advance to a small value, it is determined that the continuous turning is ended, and the shift prohibition period is ended together with the determination of the end of the continuous turning. With this configuration, the end timing of the shift prohibition period is delayed according to the accumulated value of the turning traveling period, so that frequent shifts in the winding traveling are further suppressed, and suitable drivability is obtained.

Preferably, a high-speed gear position limit control means for restricting a high-speed gear position of the automatic transmission when a predetermined traveling condition is satisfied is provided. Until the end of the shift prohibition period determined by the shift prohibition period end timing determining means, the return from the high speed gear limit control by the high speed gear limit control is prohibited. In this case, there is an advantage that the shift related to the high-speed gear limit control operation by the high-speed gear limit control is also prohibited.

Preferably, when the vehicle is turning, the turning speed determining means determines whether the vehicle is turning, and when the vehicle is turning, the high speed gear limit is set. High-speed gear limit control start prohibiting means for prohibiting the control means from starting the high-speed gear limit operation is provided. With this configuration, it is possible to prevent the driving force from being changed by the start of the high-speed gear limit control by the high-speed gear limit control means to affect the turning. The above-mentioned high-speed side gear position limit control start prohibiting means is a high-speed side gear position limit control that affects the behavior of the vehicle during turning when the control operation is started, for example, by a braking operation on a descending slope with a predetermined gradient or more. Downshifts related to braking operations, such as downhill control that is switched to a shift diagram for limiting the gear stage, and sudden deceleration control that is switched to a shift diagram for limiting the high-speed gear stage during sudden deceleration due to braking operation The start of the control for performing the shift is prohibited.

Preferably, turning information for judging turning is abnormal, such as a failure of the steering angle sensor, a turning judgment abnormality in the turning behavior control means, or a communication error of a signal from the VSC electronic control unit. The turning information abnormality determining means for determining whether or not the turning information is abnormal, and when the turning information is determined to be abnormal, all of the high speed side gear position limiting control of the high speed side gear position limiting control means is performed. A high-speed gear limit control ending means for prohibiting and terminating those being executed is provided. In this way, there is an advantage that, when the turning information is abnormal, the turning traveling and the high-speed gear limit control are prevented from overlapping.

It is also preferable that the automatic transmission is in a running state in which a shift does not occur even if the shift point changes due to the termination of the high-speed gear limit control by the high-speed gear limit control. The return traveling state determination means and the turning information abnormality determination means determine that the turning information is abnormal, and the return traveling state determination means determines whether or not the high speed side gear position restriction control is to be performed by the high speed side gear position restriction control means. When it is determined that the vehicle is in a traveling state in which the automatic transmission does not generate a shift even if the shift point changes due to the end, a normal shift diagram is obtained from the shift diagram switched by the high-speed side gear position limit control unit. Return permission means for permitting return to
Further included. With this configuration, when the high-speed gear position limit control ending means terminates the high-speed gear position limit control, the shift diagram for the previous high-speed gear position limit immediately changes from the shift diagram to the normal shift diagram. As compared with the case where the switching is performed, the unexpected shift is eliminated.

[0013]

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

FIG. 1 is a skeleton view showing an example of an automatic transmission for a vehicle, the speed of which is controlled by a shift control device according to an embodiment of the present invention. In the figure, an output of an engine 10 is input to an automatic transmission 14 via a torque converter 12,
The power is transmitted to drive wheels via a differential gear device and an axle (not shown).

The torque converter 12 is used to
Pump wheel 18 connected to the crankshaft 16 and the turbine wheel 2 connected to the input shaft 20 of the automatic transmission 14.
2, a lock-up clutch 24 directly connecting the pump impeller 18 and the turbine impeller 22, and a stator 28 that is prevented from rotating in one direction by a one-way clutch 26.

The automatic transmission 14 includes a first transmission 30 for switching between high and low gears, and a second transmission 32 for switching between a reverse gear and four forward gears. The first transmission 30 includes an HL planetary gear unit 34 including a planetary gear P0 rotatably supported by the sun gear S0, the ring gear R0, and the carrier K0 and meshed with the sun gear S0 and the ring gear R0; The clutch C0 and the one-way clutch F0 are provided between the sun gear S0 and the housing 41 and the clutch B0 is provided between the sun gear S0 and the housing 41.

The second transmission 32 has a first planetary gear unit 36 comprising a sun gear S1, a ring gear R1, and a planet gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, Sun gear S2, ring gear R2, and carrier K
2, a second planetary gear set 38 comprising a planet gear P2 rotatably supported by the sun gear S2 and the ring gear R2, and a sun gear rotatably supported by the sun gear S3, the ring gear R3, and the carrier K3. And S3 and a third planetary gear set 40 including a planetary gear P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 42. Further, a ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and the sun gear S1 and the sun gear S3 are provided.
A clutch C2 is provided between the clutch shaft 2 and the intermediate shaft 44. A band-type brake B1 for stopping rotation of the sun gear S1 and the sun gear S2 is provided on the housing 41.
It is provided in. A one-way clutch F1 is provided between the housing 41 and the sun gear S1 and the sun gear S2.
And a brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 20.

A brake B3 is provided between the carrier K1 and the housing 41, and a brake B4 and a one-way clutch F2 are provided between the ring gear R3 and the housing 41 in parallel. This one-way clutch F
2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

In the automatic transmission 14 configured as described above, the first reverse gear and the fifth forward gear are switched according to, for example, an operation table shown in FIG. In FIG. 2, ○ indicates an engaged state, X indicates a disengaged state, and ◎ indicates that the lock-up clutch 24 is operated when engaged or slipped.

As shown in FIG. 3, a throttle valve 56 driven by a throttle actuator 54 based on an operation amount of an accelerator pedal 50 detected by an accelerator operation amount sensor 52 is provided in an intake pipe of the engine 10 of the vehicle.
Is provided. Also, the rotation speed N _E of the engine 10
Engine speed sensor 58 for detecting the
Intake air amount sensor 60 for detecting the intake air amount Q / N of
Intake air temperature sensor 6 for detecting the temperature T _A of intake air
2, a throttle sensor 64 for detecting the opening degree θ _TH of the throttle valve 56, a vehicle speed sensor 66 for detecting the rotational speed N _OUT of the output shaft 42, that is, a vehicle speed V, and a cooling water temperature sensor for detecting a cooling water temperature T _W of the engine 10. 68, brake switch 70 for detecting the operation of the brake, shift lever 7
2, an operation position sensor 74 for detecting the operation position P _SH , a clutch C0 rotation sensor 75 for detecting the rotation speed N _C0 of the input shaft 20, ie, the clutch C0, and an oil temperature sensor for detecting the operating oil temperature T _OIL of the hydraulic control circuit 84. 77 and the like, and from those sensors, the engine rotation speed N _E ,
Intake air amount Q / N, intake air temperature T _A , throttle valve opening θ _TH , vehicle speed V, engine coolant temperature T _W , brake operation state BK, shift lever 72 operating position P _SH , rotation speed of clutch C0 A signal representing N _C0 and the operating oil temperature T _OIL is supplied to the engine electronic control unit 76 or the shift electronic control unit 78.

The engine electronic control unit 76 includes a CPU,
This is a so-called microcomputer having a RAM, a ROM, and an input / output interface. The CPU processes input signals in accordance with a program stored in the ROM in advance while using the temporary storage function of the RAM, and executes various engine controls. For example, a fuel injection valve 79 is controlled for fuel injection amount control, an igniter 80 is controlled for ignition timing control, a bypass valve (not shown) is controlled for idle speed control, and a throttle actuator is controlled for traction control. The throttle valve 56 is controlled by 54. The engine electronic control unit 76 is communicably connected to the shift electronic control unit 78 and the VSC electronic control unit 82 so that signals necessary for one of them are appropriately transmitted from the other. .

The electronic control unit 78 for shifting is also a microcomputer similar to the above, and the CPU processes input signals in accordance with a program stored in the ROM in advance while utilizing the temporary storage function of the RAM. Of each solenoid valve or linear solenoid valve. For example,
The shift electronic control device 78 determines the opening θ of the throttle valve 56.
_The linear solenoid valve SLT for generating the throttle pressure P _TH corresponding to the _TH , the linear solenoid valve SLN for controlling the accumulation back pressure, the engagement / disengagement of the lock-up clutch 24, the slip amount, and the brake. The linear solenoid valve SLU is driven to control the direct control of B3 and the shift of the clutch-to-clutch.
Further, the shift electronic control device 78 obtains the actual throttle valve opening degree θ from the previously stored shift diagram shown in FIG.
_When the gear position of the automatic transmission 14 is determined based on the _TH and the vehicle speed V, the solenoid valves S1, S2, and S3 are driven so as to obtain the determined gear position and the engaged state, and the engine brake is generated. Drives the solenoid valve S4.

The vehicle includes a yaw rate sensor 83 for detecting a yaw rate, an acceleration sensor 84, a steering angle sensor 8
5. A wheel rotation speed sensor 86 is provided. From these sensors, a rotation angular velocity (yaw rate) ω _{Y of} the vehicle body around a vertical axis, a longitudinal acceleration G of the vehicle body, a steering angle θ _W of the steering wheel, Wheel rotation speed N _{W1 to} N
A signal representing _W4 is supplied to the VSC electronic control unit 82. This VSC electronic control unit 82 also
A microcomputer similar to that described above, in which the CPU processes an input signal in accordance with a program stored in the ROM in advance while utilizing the temporary storage function of the RAM for the VSC control, and controls the throttle valve 56 through the throttle actuator 54. , And a solenoid valve (not shown) provided in the hydro booster actuator 87 is driven to control the brake hydraulic pressure of each of the four wheels. The hydro booster actuator 87 is incorporated in a braking hydraulic circuit (not shown), and the braking forces of the four wheels are independently controlled as necessary. The VSC electronic control unit 82 is also communicably connected to the engine electronic control unit 76 and the shift electronic control unit 78, and a signal necessary for one is appropriately transmitted from the other. .

FIG. 4 is a functional block diagram for explaining main control functions of the electronic control unit 78 for shifting. In the figure, the shift control means 100 _changes the speed based on the amount indicating the load of the engine 10, for example, the throttle valve opening θ _TH and the actual vehicle speed V from the relationship stored in advance shown in FIG. 5, that is, the basic shift diagram. When the determination is made, the gear position of the automatic transmission 14 is determined, and the solenoid valves S1, S2, S3 are driven so as to obtain the determined gear position and engagement state, and the engine brake is generated. Solenoid valve S4
Drive.

The turning behavior control means 102 controls the braking force of the vehicle or the output of the prime mover in order to stabilize the turning behavior during the turning to make the understeer tendency or the oversteer tendency correspond to the steering angle. Vehicle Stab
ility Control). In this VSC control, when the turning behavior of the vehicle becomes unstable, the braking force of the vehicle is controlled via a braking device including the hydro booster actuator 87, or the throttle valve 56 is changed via the throttle actuator 54. By doing so, the engine output is controlled to suppress the wheelslip, and the turning behavior of the vehicle is stabilized. For example, the slip angle β between the traveling direction of the vehicle body and the traveling direction of the center of gravity of the vehicle is larger than the set slip angle, and the speed of change d of the slip angle β is d.
If β / dt is greater than the set slip angular velocity, it is determined that the vehicle is running in an oversteer tendency, and the front wheels on the outside of the turn are braked according to the tendency to generate an oversteer suppression moment, thereby turning. The behavior is stabilized, and at the same time, the vehicle speed is reduced by the braking force, thereby increasing the stability of the vehicle. Further, the actual running state of the vehicle based on the yaw rate omega _Y is below the target yaw rate is set from the steering angle theta _W and the vehicle speed V of the vehicle is determined to be in the understeer tendency, the engine output in accordance with the tendency Is suppressed and an understeer suppressing moment is generated by applying a braking force to the rear wheels,
The turning behavior of the vehicle is stabilized.

The high-speed side gear position limit control means 104 performs a normal shift operation prior to the shift control by the shift control means 100 when a predetermined traveling condition of the vehicle is satisfied. Of the automatic transmission 14, the shift diagram for limiting the high-speed gear stage for prohibiting or suppressing the fifth gear stage or the fifth and fourth gear stages. Switch to. The shift diagram for limiting the high-speed gear stage is such that the shift point to the fifth gear stage or the fifth gear stage and the fourth gear stage is shifted to the higher vehicle speed side or deleted so that the shift point is shifted. A part of the 4 → 5 up shift line and the 5 → 4 down shift line in which the 4 → 5 up shift line and the 5 → 4 down shift line in the shift diagram of FIG. 5 are removed. Or all shifted to the high vehicle speed side, 4 → 5 up shift line and 5
→ 4 down shift line, 3 → 4 up shift line and 4 → 3 down shift line removed, 4 → 5 up shift line, 5 → 4 down shift line, 3 → 4 up shift line and 4 →
For example, one in which a part or all of the three-down shift line is shifted to the high vehicle speed side is used. When the fifth gear stage and the fourth gear stage are prohibited by the high-speed gear stage limit control means 104, the power performance and the engine braking performance are enhanced. Here, the high-speed gear position limit control means 104 inhibits an upshift to a high-speed gear position in order to obtain a driving force or an engine braking force during uphill running or downhill running at a predetermined gradient or higher, or Upshift control to move the shift-up line to the higher vehicle speed side to increase the shift point vehicle speed to the higher gear position, and to obtain the engine braking force when the accelerator pedal, that is, the throttle valve is suddenly returned, the higher gear Accelerator quick-close control to prohibit upshifts to gears or move the shift-up line to higher vehicle speeds to increase the shift point vehicle speed to higher gears;
Cornering control and operation to prohibit upshifts to higher gears or to shift upshift lines to higher vehicle speeds to increase vehicle speed at higher gears during cornering to obtain extra driving force If the driver's driving direction is estimated and the vehicle is in the acceleration direction, the upshift to the higher gear is prohibited or the upshift line is moved to the higher vehicle speed to increase the shift point vehicle speed to the higher gear. Driving direction estimation control, prohibits upshifting to a higher gear to quickly obtain engine braking force when rapid deceleration is performed by a braking operation, or moves the upshift line to a higher vehicle speed to increase the speed. Sudden deceleration control to increase the vehicle speed at the shift point to the gear position, and shifts the shift-up line to the higher vehicle speed side when the accelerator pedal depressing speed, that is, the opening speed of the throttle valve is equal to or higher than a predetermined value. It is allowed to consists of either a high-speed side shift point vehicle speed to gear increased to rapid acceleration operation to prohibit the upshift to a predetermined time period the high-speed side gear stage (.DELTA.TA) control.

The turning traveling determination means 106 indicates that the vehicle is turning, a signal indicating turning driving supplied from the turning behavior control means 102, or a signal indicating a steering angle output from the steering angle sensor 85. And a continuous change in the rate of change. The shift prohibition period end timing determining means 108 determines the end timing of the shift prohibition period T _IHSH for prohibiting the shift of the automatic transmission 14 based on the cumulative period of the turning traveling determined by the turning traveling determining means 106. I do. That is, the shift prohibition period end time determination means 10
_{Reference numeral} 8 is for determining the end time of the shift prohibition period T _IHSH based on the turning traveling determination value V _WIND . The turning traveling determination value V _WIND is represented by, for example, Expression 1, and increases as the turning traveling period T _WIND increases and as shown in FIG. 6, and increases along with the turning traveling suspension period T _ST. Decrease. Where K is a constant, V _TURN
Is a variable that becomes "1" during turning and "0" during non-turning.

[0029]

V _WINDi = (V _TURN + K · V _WINDi-1 ) / (1 + K) (1)

More specifically, as shown in FIG. 6, the shift prohibition period end timing determining means 108 continuously turns when the turning travel determination value V _WIND exceeds a preset start determination reference value K _ROT1. It is determined that the vehicle is traveling and the turning traveling determination value V
_{When WIND} falls _{below a} preset end determination reference value K _ROT2 that is smaller than a start determination reference value K _ROT1 , it is determined that the continuous turning travel has ended. The prohibition period T _IHSH ends.

The shift prohibition means 110 ends the shift prohibition period T _IHSH determined by the shift prohibition period end timing determining means 108 after the turning traveling determination means 106 determines that the vehicle is turning. Until the timing, the shift of the automatic transmission 14 is prohibited. This shift inhibiting means 110
The shift operation that is caused by the return from the high-speed gear position limiting shift diagram to the normal shift diagram is prohibited by the high-speed gear stage limit control means 104 for limiting the high-speed gear stage.

The turning information abnormality judging means 112 is used for judging turning, such as a failure of the steering angle sensor 85, an abnormal turning judgment in the turning behavior control means 102, and an abnormal communication of a signal from the VSC electronic control unit 82. It is determined whether the information is abnormal. High-speed gear limit control ending means 11
When the turning information abnormality judging means 112 judges that the turning information is abnormal, all the high speed side gear speed limit control by the high speed side gear speed limit control means 104 is prohibited, and Terminate. That is, uphill control, cornering control, driving orientation estimation control, accelerator rapid closing control, rapid deceleration control, rapid acceleration operation (ΔTA) control, and the like are terminated.

The return traveling state judging means 114 completes the high-speed gear position restriction control by the high-speed gear position restriction control means 104 and returns from the high-speed gear position restriction shift diagram to the normal shift diagram. It is determined whether or not the running state is such that the upshift of the automatic transmission 14 does not occur even if the shift point changes due to the execution. The return permitting means 116 determines whether the turning information is abnormal by the turning information abnormality determining means 112, and executes the high speed side gear speed limit control by the high speed side gear speed limit control means 104 by the return traveling state determining means 114. If it is determined that the vehicle is in a running state in which the automatic transmission 14 does not generate a shift even if the shift point changes due to the end, the high-speed gear limit limiting shift line switched by the high-speed gear limit control means 104 The return from the figure to the normal shift diagram of FIG. 5 is permitted.

The high-speed gear position limit control start prohibiting means 118 outputs the high-speed gear position restriction control means 104 when the turning traveling determination means 106 determines that the vehicle is turning. Prohibit the start of the limit operation. That is, a shift diagram for limiting the high-speed gear position by controlling the start of the control operation to limit the high-speed gear position that affects the behavior of the vehicle during turning, for example, by performing a braking operation on a downhill road with a predetermined gradient or more. The start of downshift control related to braking operations such as sudden deceleration control, which is switched to a shift diagram for limiting the high-speed gear stage during sudden deceleration due to braking operation, and prohibition of the start of downshifting control, which is switched to a shift diagram for rapid deceleration due to braking operation, is prohibited. .

FIG. 7 is a flowchart for explaining the main part of the control operation of the electronic control unit 78 for shifting. In addition,
Shift control means 100 and turning behavior control means 102
Since the braking operation by is well known, its flowchart is omitted.

In FIG. 7, in a step SA1 corresponding to the turning information abnormality judging means 112 (hereinafter, the step is omitted), a signal used for judging during turning, for example, a signal transmitted from the VSC electronic control unit 82 is provided. It is determined whether or not it is abnormal. Normally, the determination in SA1 is denied, so in SA2 corresponding to the turning traveling determination means 106, it is determined whether the vehicle is turning. When the vehicle is turning, the determination of SA2 is affirmative. Therefore, in SA3 corresponding to the high-speed side gear position restriction control start prohibiting means 118, the start of the control operation affects the behavior of the vehicle during turning. High-speed gear position limiting control, for example, downhill control that switches to a shift diagram for limiting the high-speed gear position by braking operation on a downhill road with a predetermined gradient or more, and high-speed gear position during sudden deceleration by braking operation The start of the control in which the downshift is performed in association with the braking operation such as the rapid deceleration control that is switched to the shift diagram for limiting the shift is prohibited.

Next, at SA4, it is determined whether or not the gear has already been switched to the high-speed gear limit limiting shift diagram. If the determination in SA4 is affirmative, in SA5, the return to the normal shift diagram of FIG. 5 is delayed (prohibited), and then the winding traveling estimation routine in SA6 is executed, but the determination in SA4 is negative. If so, SA6 is directly executed.

The winding running estimation routine of SA6 corresponds to the shift prohibition period end timing determining means 108, and is executed, for example, as shown in FIG.
That is, in SA6-1 of FIG. 8, the turning traveling determination value V _WIND is sequentially calculated from Expression 1. The state at time t _{0 in} FIG. 6 indicates this state. Next, at SA6-2, the turning travel determination value V _WIND is set to a predetermined start determination reference value K _ROT1.
It is determined whether or not the above has been achieved. Initially, SA6-2
Is denied, it is determined in SA6-3 whether the turning travel determination value V _WIND has become equal to or less than the end determination reference value K _ROT2 set to a value smaller than the start determination reference value K _ROT1. You. Initially, the determination of SA6-3 is also denied, so this routine is terminated.

While the above steps are repeatedly executed to increase the turning traveling determination value V _WIND , if the determination in SA6-2 is affirmative, the content of the continuous turning (winding) flag X _WIND is set to "SA6-4" in SA6-4. 1 "is set. Time point t ₁ in FIG. 6 shows this state. An increase in such a turning determination value V _WIND is between turning traveling i.e. the turning flag X _C is set to "1" is continued, the turning as shown in t ₂ time 6 When the end i.e. the turning flag X _C is Kuriato to "0", since the subsequent it is reduced continuously, SA
The judgment of 6-3 becomes affirmative. This SA6-3
Is positive, the content of the continuous turning (winding) flag X _WIND is cleared to "0" in SA6-5. T ₄ time of FIG. 6 illustrates this state.

FIG. 9 shows a routine for setting the shift inhibition flag X _IHSH based on the contents of the continuous turning flag X _WIND set in the routine of FIG. In SB1 of FIG. 9, it is determined whether or not the vehicle is turning as in SA2. If the determination at SB1 is affirmative, the content of the shift inhibition flag X _IHSH is set to "1" at SB2. If the determination at SB1 is negative, the control proceeds to SB3 at which the continuous turning flag X
It is determined whether the content of _WIND is "0". This S
While the determination of B3 is denied, the above-described SB2 is executed and the content of the shift inhibition flag X _IHSH is maintained at “1”. However, if the determination of SB3 is affirmed, the shift inhibition flag X _IHSH is set at SB4. The contents are cleared to "0". As a result, as shown in the lower part of FIG. 6, the shift prohibition flag X _IHSH is continued until the predetermined time DT elapses after the turning traveling ends.

FIG. 10 is a shift prohibition routine corresponding to the shift prohibition means 110. In SC1 of FIG. 10, it is determined whether or not the content of the shift inhibition flag X _IHSH is “1”. If the determination in SC1 is denied, this routine is terminated. If the determination is affirmed, SC2 is terminated.
, The shift of the automatic transmission 14 is prohibited. That is, it is related to the switching to the high-speed gear position limiting shift diagram by the high-speed gear position limit control means 104 or the return from the high-speed gear position limiting shift diagram to the normal shift diagram in FIG. A shifted gear is prohibited. The normal shift of the automatic transmission 14 using the normal shift diagram of FIG. 5 by the shift control means 100 may also be prohibited.

Returning to FIG. 7, when the turning traveling is completed, S
The determination in A2 is denied, and in SA7, it is determined whether or not the winding traveling is being estimated, that is, the continuous turning flag X
It is determined whether the content of _WIND is "1". This S
If the determination in A7 is affirmative, the above SA4 and subsequent steps are executed, so that the winding traveling estimation operation of SA6 is continued. Even if the determination in SA7 is negative, the winding traveling estimation operation in SA6 is executed, and the turning traveling determination value V _WIND is changed toward zero in preparation for the next time.

If the determination in SA1 is affirmative, that is, if it is determined that the turning information is abnormal, in SA8 corresponding to the high-speed gear limit control ending means 113, the high-speed gear limit control 104 All high-speed side gear limit control, that is, uphill control, cornering control, driving direction estimation control, accelerator rapid closing control, sudden deceleration control, sudden acceleration operation (ΔTA) control, etc. Is terminated. Next, in SA9, similarly to SA4, it is determined whether or not switching to the high-speed gear position limiting shift diagram has been completed. If the determination in SA9 is denied, this routine is terminated.
If affirmative, in SA10 corresponding to the return traveling state determination means 114, the shift of the automatic transmission 14 is changed even if the shift point changes due to the end of the high speed gear limit control by the high gear limit control 104. It is determined whether or not the vehicle is in a running state in which no occurrence occurs. For example, it is determined whether or not the actual vehicle state shown on the shift diagram in FIG. 5 is on the left side of the 4-5 shift line.

If the determination at SA10 is negative, the routine is terminated. If the determination is affirmative, at SA11 corresponding to the return permitting means 116, the already shifted high-speed gear limit limiting shift line is set. From FIG. 5 to FIG.
Is returned to the normal shift diagram.

As described above, according to the present embodiment, the shift prohibition period end timing determining means 108 (SA6) determines the shift prohibition period based on the continuous state of the past turning time, that is, based on the cumulative period of the turning travel. End time is decided,
The shift inhibition of the automatic transmission 14 is inhibited by the shift inhibition unit 110 (SC2) until the end of the shift inhibition period determined by the shift inhibition period end timing determination unit 108. For example, in a turning operation on a mountainous road or the like, the longer the period of the turning operation, that is, the more the number of times of the turning operation, the more continuous the operation is.
As shown by the broken line, even if the turning operation is interrupted, the next turning operation is started while the continuous turning flag X _WIND is set to “1”, so that the continuous turning flag X _WIND and the shift prohibition flag are set. X _IHSH is continuously extended, and the turning travel determination value V _WIND is set to a large value together with the cumulative time of the turning travel so that the predetermined time DT is lengthened. _{The IHSH} is preferably made continuous. As described above, the end timing of the shift prohibition period T _IHSH is determined based on the cumulative period of turning travel, so that frequent shifts in winding travel are suppressed, and suitable drivability is obtained.

Also, according to the present embodiment, the shift prohibition period ends.
The end time determining means 108 (SA6) increases the turning traveling period.
Increase and with the suspension of the turning
Decrease turning traveling value V_WINDShift prohibition period based on
The end time between the two is determined. For example, no shifting
The stop period end time determining means 108 determines the turning traveling determination value V
_WINDIs a preset start determination reference value K_ROT1And beyond
Is determined to be continuous turning, and the turning traveling determination value V_WINDIs open
Start judgment reference value K_ROT1Preset to a smaller value than
Criterion value K_ROT2End of continuous turn when below
And the shift is prohibited along with the determination of the end of the continuous turning.
Period T_IHSHIs terminated. Like this
For example, the shift prohibition period T is determined according to the accumulated value of the turning traveling period._IHSH
Is delayed for winding
Frequent shifts are further suppressed, and suitable driving performance is obtained.
You.

Further, according to the present embodiment, the high-speed gear position limit control means 104 for restricting the high-speed gear position of the automatic transmission when a preset traveling condition is satisfied is provided, 110 (SC2) is a shift inhibition period T determined by the shift inhibition period end timing determining means 108.
_Until the end of the _IHSH , the high-speed gear position limit control means 104
Therefore, there is an advantage that the shift related to the operation of the high-speed gear position restriction control by the high-speed gear position restriction control means 104 is prohibited. The normal shift control of the automatic transmission 14 using the normal shift diagram of FIG. 5 by the shift control means 100 may also be prohibited.

Further, according to the present embodiment, the turning traveling determining means 106 (SA2) for determining whether the vehicle is turning or not,
If it is determined by the turning traveling determination means 106 that the vehicle is turning, the high speed side gear position restriction control means 10
4 is provided with the high-speed gear limit control start prohibition means 118 (SA3) for prohibiting the start of the high-speed gear limit operation by the control unit 4.
The start of the limiting operation of the high-speed gear stage 4 prevents a change in driving force from affecting the turning travel. The high-speed gear position limit control start prohibiting means 118 controls the high-speed gear position limit control that affects the behavior of the vehicle during turning by starting the control operation, for example, by performing a braking operation on a descending slope with a predetermined gradient or more. In connection with braking operations, such as downhill control, which is switched to a shift diagram for limiting the upper gear, and rapid deceleration control, which is switched to a shift diagram for limiting the higher gear when braking is suddenly decelerated. The start of the control for performing the downshift is prohibited.

Further, according to the present embodiment, the steering angle sensor 85
Turn information abnormality determination for determining whether or not the turn information for determining whether the vehicle is turning is abnormal, such as a failure of the vehicle, a turning determination abnormality in the turning behavior control means 102, and a communication error of a signal from the VSC electronic control device 82. Means 112 (SA1)
If the turning information abnormality judging means 112 judges that the turning information is abnormal, all the high speed gear limit control by the high gear limit control means 104 is prohibited and the running gear limit control is terminated. Since the high-speed gear limit control ending means 113 (SA8) is provided, there is an advantage that even when the turning information is abnormal, the overlap between the turning traveling and the high-speed gear limit control is avoided.

Further, according to the present embodiment, even if the shift point changes due to the end of the high-speed gear position restriction control by the high-speed gear position restriction control means 104, the running state is such that the automatic transmission 14 does not shift. The return travel state determination means 114 (SA10) for determining whether or not the turn information is abnormal is determined by the turn information abnormality determination means 112, and the high speed gear limit control is performed by the return travel state determination means 114. If it is determined that the automatic transmission 14 is in a running state in which a shift does not occur even if the shift point changes due to the end of the high-speed gear position restriction control by the means 104, the automatic transmission 14 is switched by the high-speed gear position restriction control means 104. Return permitting means 1 for permitting a return from the shifted shift diagram to the normal shift diagram of FIG.
16 (SA11), when the high-speed gear limit control ending means 113 terminates the high-speed gear limit control, the shift line for the previous high-speed gear limit restriction immediately. Unexpected shifting is eliminated as compared with the case where switching from the figure to the normal shifting diagram is performed.

Although the embodiment of the present invention has been described with reference to the drawings, the present invention can be applied to other embodiments.

For example, in the above-described embodiment, the turning traveling determination value V _WIND is calculated from the following equation (1).
During turning, the slope approaches zero as time elapses, as in the case of a temporary delay function, and after the end of turning, it has been changed so that the negative slope approaches zero as time elapses, as in an exponential function, It may be changed according to another function, such as a linear expression that increases linearly during turning and decreases linearly after finishing turning.

The shift inhibition period T _IHSH of the above-described embodiment is also described.
That is, the period in which the content of the shift prohibition flag X _IHSH is set to “1” has been started from the turning start timing, but may be started after the content of the continuous turning flag X _WIND is set to “1”. Good.

Although the automatic transmission 14 of the above-described embodiment has five forward speeds, it may have four forward speeds or six forward speeds. For example, when the automatic transmission 14 is configured to have four forward speeds, the high speed side gear speed limit control means 104 inhibits the fourth speed from the normal shift diagram shown in FIG. Is switched to the shift diagram set as described above.

In the above-described embodiment, the engine 10 is used as the prime mover. However, an electric motor may be used.

Although not specifically exemplified, 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 the drawings]

FIG. 1 is a skeleton diagram for explaining a configuration of an automatic transmission for a vehicle, the speed of which is controlled by a vehicle control device according to an embodiment of the present invention.

FIG. 2 is a table showing a relationship between a combination of operations of a plurality of solenoid valves or a hydraulic friction engagement device in the automatic transmission of FIG. 1 and a gear established by the combination.

FIG. 3 is a diagram illustrating an electrical configuration of a control device provided in the vehicle of FIG. 1;

FIG. 4 is a functional block diagram illustrating a main part of a control function of the shift electronic control device of FIG. 3;

FIG. 5 is a diagram showing a shift diagram used in the shift control means of FIG. 3;

6 is a time chart for explaining the variation of cornering judgment value V _{WI ND} used in the transmission inhibition period end time determination unit of FIG.

FIG. 7 is a flowchart illustrating a main part of a control operation of the shift electronic control device of FIG. 3;

FIG. 8 is a flowchart illustrating in detail a winding traveling estimation routine of FIG. 7;

FIG. 9 is a flowchart illustrating a shift prohibition flag setting routine.

FIG. 10 is a flowchart illustrating a shift prohibition routine.

[Explanation of symbols]

 14: Automatic transmission 104: High-speed side gear position limit control means 106: Turn determination unit 108: Shift prohibition period end timing determination means 110: Shift prohibition means

Claims (1)

[Claims] 1. A shift control device for a vehicle automatic transmission of a type in which shifting of an automatic transmission is inhibited during a turning operation of a vehicle and during a shift inhibition period until a predetermined period elapses after the turning operation is completed. A shift prohibition period end time determining means for determining an end time of the shift prohibition period based on the cumulative period of the turning travel; and a shift prohibition period end time determined by the shift prohibition period end time determination means. A shift control device for an automatic transmission for a vehicle, comprising: shift inhibiting means for inhibiting a shift of the automatic transmission.