JPH1044833A - Compound control device for prime mover and automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve drivability by providing an output correcting means for changing the content of output control of a prime mover based on manipulated operation according to the control condition of gear shifting detected by a gear shifting control detecting means. SOLUTION: A multistage automatic transmission 2 capable of setting a backward step and a plurality of forward steps is connected to the output side of an engine 1. The engine 1 is a power device of a type in which fuel is injected to intake air, the mixture is burned inside the cylinders, and a throttle valve 4 adjusting an intake air quantity is arranged inside the intake duct 3. The throttle valve 4 is rotationally moved by a throttle actuator 5 such as servo motor so as to adjust the opening. An electronic control device 7 correlates the engine 1 and the automatic transmission 2 with each other so as to control them. The control characteristic of engine output is controlled according to the gear shifting condition in the automatic transmission 2, and the gear shifting condition of the automatic transmission 2 is changed according to the control condition of the engine output.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for controlling a prime mover such as an engine in a vehicle and an automatic transmission connected to the prime mover.

[0002]

2. Description of the Related Art In a vehicle such as an automobile, a driving force such as an engine output is controlled in accordance with an operation amount of an artificial operation device such as an accelerator pedal to obtain acceleration or deceleration required by a driver. I have. The same applies to an electric vehicle or a hybrid vehicle. In a vehicle equipped with an engine, an accelerator pedal and a throttle valve are connected by an appropriate link mechanism, and the operation amount of the accelerator pedal is converted into an opening degree of the throttle valve to reflect the driver's intention to the output. On the other hand, recently, various kinds of operation amounts are electrically detected, and actuators are operated in accordance with the detected values to substantially control the operation amounts. Control tends to be performed. Specifically, the amount of depression of the accelerator pedal is electrically detected, a detection signal is input to a control device mainly including a microcomputer, for example, and a throttle actuator is operated based on the input signal to operate the accelerator pedal. Techniques for controlling the throttle opening in accordance with the amount have been developed.

In a vehicle equipped with this type of control device, an electric process is interposed between the operation amount of the accelerator pedal and the throttle opening, so that the content of the electric process (specifically, the control gain By changing), the output characteristics of the engine can be variously changed. So, for example,
According to the invention described in Japanese Patent Application Laid-Open No. -270959, the depression speed of the accelerator pedal is obtained from the depression amount of the accelerator pedal. By increasing the control gain of the throttle opening with respect to, the throttle opening is relatively increased, and the downshift line in the shift map for controlling the shift of the automatic transmission is moved to the low accelerator opening to reduce the downshift. It is easy to occur. That is, the engine and the automatic transmission,
In both cases, control is performed in a direction to increase the driving force of the vehicle.

[0004]

The above-described conventional control apparatus controls the engine based on the depression speed of the accelerator pedal by changing the control gain of the throttle opening with respect to the depression amount of the accelerator pedal. Is reflected in the engine control, and the driver's intention is reflected in the control of the automatic transmission by moving the downshift line to the lower throttle opening side. That is, the control for the driving force requirement of the engine and the automatic transmission is individually changed. Therefore, if the depression amount of the accelerator pedal increases, the running state of the vehicle changes across the downshift line of the shift map, and the downshift is executed. More specifically, for example, when the depression speed of the accelerator pedal is not particularly high, the output increase control for the engine is not executed, but when the final depression amount is large, the vehicle travels across the downshift line and Changes, a downshift occurs.

[0005] In this case, the driver does not particularly demand a large driving force as shown in the accelerator pedal depression speed, but the driving force increases due to the downshift being performed by the transmission. . As a result, unintentional gear shifting may cause shock to worsen ride comfort, and driving force may increase more than intended, necessitating an operation to return the accelerator pedal. There is. Such a situation
The same may occur when the accelerator pedal is released during traveling. In such a case, drivability is often deteriorated, for example, a shortage of engine braking force or a shortage of driving force.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to provide a control device capable of improving drivability by minimizing unnecessary shifts. It is.

[0007]

Means for Solving the Problems and Action Therefor To achieve the above object, the invention described in claim 1 provides a motor capable of changing the contents of output control based on a manual operation, An automatic transmission that is controlled based on a plurality of data including data related to output control based on human operation; Shift control detecting means for detecting a shift control state, and output correcting means for changing the content of output control of the prime mover based on the manual operation in accordance with the shift control state detected by the shift control detecting means. It is characterized by having.

Therefore, according to the first aspect of the present invention, when there is a request for increasing or decreasing the output of the prime mover from the driver, the content of the output control based on the request is changed to the content of the shift control of the automatic transmission. It is corrected based on. In other words, the output control of the prime mover is executed by reflecting the content of the shift control of the automatic transmission, and it is possible to increase or decrease the output of the prime mover without shifting and satisfy the driver's demand for driving force. As a result, unnecessary shifting can be avoided.

According to a second aspect of the present invention, there is provided a prime mover capable of changing the contents of output control based on a manual operation, and a plurality of data including data related to the contents of the output control based on the manual operation. A combined output device for a motor and an automatic transmission that includes an automatic transmission that is controlled to change the speed by a predetermined output request when a downshift is determined based on the content of the output control based on the artificial operation. Output condition determining means for determining whether a condition is satisfied, and correcting output of the motor based on the artificial operation so as to increase output when the downshift is determined and the output request condition is not satisfied. A shift instructing unit that executes the downshift when the downshift is determined and the output request condition is satisfied. It is characterized in that that example.

Therefore, according to the second aspect of the present invention, even if a downshift is determined based on the output control of the prime mover by manual operation, the required output is not particularly large. If the required condition is not satisfied, the output of the prime mover is increased without downshifting immediately. Therefore, it is possible to obtain an output that meets the demand, and at the same time, it is possible to avoid unnecessary shifting.

According to a third aspect of the present invention, there is provided a prime mover capable of changing the contents of output control based on a manual operation, and a plurality of data including data related to the contents of the output control based on the manual operation. In a combined control device of a motor and an automatic transmission having a shift-controlled automatic transmission, when an upshift is determined based on the content of output control based on the artificial operation, the automatic operation is performed. Reduction correction means for correcting the content of the output control of the prime mover to reduce the output, and determining the driving state of the vehicle when the reduction correction means changes the content of the output control so as to reduce the output of the prime mover. A driving state determining unit that performs the upshift when the upshift is determined and the driving state of the vehicle determined by the driving state determining unit satisfies a predetermined condition. Upshift instructing means for performing a shift, and upshift inhibiting means for inhibiting the upshift when the upshift is determined and the driving state of the vehicle determined by the driving state determining means does not satisfy a predetermined condition. Are provided.

Therefore, according to the third aspect of the invention, when an upshift is determined based on the contents of the output control by the manual operation, the contents of the output control by the operation are corrected in a direction to reduce the output of the prime mover. Is done. In that case, if the driving state of the vehicle satisfies a predetermined condition, that is, if the engine speed is high as an example,
Perform an upshift. On the other hand, when the driving state of the vehicle does not satisfy the predetermined condition, the upshift is prohibited. As a result, unnecessary shifting is avoided.

According to a fourth aspect of the present invention, there is provided a motor capable of changing the contents of output control based on a manual operation, and a plurality of data including data related to the contents of the output control based on the manual operation. In a combined control device of a motor and an automatic transmission of a vehicle having a shift-controlled automatic transmission, when the downshift is determined based on the content of the output control based on the artificial operation, the automatic operation is performed. Reduction correction means for correcting the content of the output control of the prime mover based on the output so as to reduce the output; and determining the driving state of the vehicle when the reduction correction means changes the output control content so as to reduce the output of the prime mover. A driving state determining means, and the downshifting means when the downshift is determined and the driving state of the vehicle determined by the driving state determining means satisfies a predetermined condition. Downshift instructing means for executing the shift, and downshift inhibiting means for inhibiting the downshift when the downshift is determined and the driving state of the vehicle determined by the driving state determining means does not satisfy a predetermined condition. Are provided.

Therefore, according to the fourth aspect of the invention, when downshift is determined based on output control by manual operation, the output control content is corrected in a direction to reduce the output of the prime mover. Accordingly, the driving state of the vehicle such as a decrease in vehicle speed changes, and it is determined whether the driving state satisfies a predetermined condition. For example, when a condition such as that the control for reducing the output of the prime mover has reached a limit is satisfied, a downshift is performed and a braking force according to a request is generated. On the other hand, if the predetermined condition is not satisfied, the downshift is prohibited. That is, the demand is satisfied by the output reduction correction, and as a result, downshifting is not performed, so that unnecessary shifting can be avoided.

Further, according to a fifth aspect of the present invention, there is provided a motor capable of changing the contents of output control based on an artificial operation;
A combined control device for a prime mover and an automatic transmission of a vehicle including an automatic transmission that is controlled to be shifted based on a plurality of data including data related to the content of the output control based on the human operation; When an upshift is determined based on the content of the output control based on the output control, the increase correction means for correcting the output control content of the prime mover based on the manual operation so as to increase the output, and the increase correction means is provided for the prime mover. A driving state determining means for determining a driving state of the vehicle when the content of the output control is changed so as to reduce the output; and a driving state of the vehicle in which the upshift is determined and which is determined by the driving state determining means. An upshift instructing means for executing the upshift when a predetermined condition is satisfied; Has been driven state of the vehicle is characterized in that it comprises an up-shift inhibiting means for inhibiting the upshift if it does not satisfy a prescribed condition.

Therefore, according to the fifth aspect of the invention, when an upshift is determined based on output control by a manual operation, the contents of the output control based on the operation are corrected in a direction to increase the output. Accordingly, the driving state of the vehicle changes, and it is determined whether or not the driving condition of the vehicle satisfies the detected predetermined condition. For example, when a condition such as a state where the control for increasing the output of the prime mover cannot be performed anymore is satisfied, an upshift is performed to reduce the rotation speed of the prime mover, but when a predetermined condition is not satisfied. Thus, the requirement is satisfied by correcting the contents of the output control as described above, and as a result, unnecessary shifting can be avoided.

According to a sixth aspect of the present invention, there is provided a motor capable of changing the contents of output control based on an artificial operation;
A combined control device for a prime mover and an automatic transmission of a vehicle including an automatic transmission that is controlled to be shifted based on a plurality of data including data related to the content of the output control based on the human operation; Shift determining means for determining a shift of the automatic transmission based on data related to the output control of the prime mover, and output correction detecting means for detecting a change state of the output control of the prime mover based on the artificial operation And shift instructing means for instructing execution or prohibition of a shift performed by the shift determining means in accordance with a change state of the output control content of the prime mover detected by the output correction detecting means. It is a feature.

Therefore, according to the present invention, the shift control of the automatic transmission is performed by correcting the output control of the prime mover in addition to a plurality of data including data related to the output control based on the manual operation. When the driving state of the vehicle becomes a state corresponding to the request by increasing or decreasing the output of the prime mover, the shift is not executed, and as a result, unnecessary shift can be avoided. .

[0019]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be specifically described with reference to the drawings. First, the overall control system of a vehicle targeted by the present invention will be briefly described.
A stepped automatic transmission 2 capable of setting a reverse speed and a plurality of forward speeds is connected to an output side of an engine 1 as an example of a prime mover. The engine 1 is a power unit that injects fuel into intake air and burns the mixture in a cylinder, and a throttle valve 4 that adjusts an intake air amount is disposed inside the intake pipe 3. ing. The throttle valve 4 is an electrically controlled valve called an electronic throttle valve, and is rotated by a throttle actuator 5 such as a servo motor to adjust the opening.

The automatic transmission 2 has, as an example, a plurality of power transmission paths in a gear transmission mechanism mainly composed of a planetary gear mechanism, which are changed by a friction engagement device controlled by a hydraulic pressure such as a clutch or a brake. This is a known configuration for setting the shift speed of. That is, the automatic transmission 2 is configured to electrically control the hydraulic control device 6 to supply and discharge a hydraulic pressure to and from a predetermined friction engagement device, and to adjust the hydraulic pressure to execute a shift. ing.

An electronic control unit 7 for controlling the engine 1 and the automatic transmission 2 is provided. The electronic control unit 7 includes an electronic control unit for an engine and an electronic control unit for an automatic transmission, which are connected to each other so as to be able to communicate with each other, or integrates these electronic control units. It is mainly composed of an arithmetic processing unit (CPU), a storage device (RAM, ROM), an input / output interface, and the like. The electronic control unit 7 includes an amount of depression of an accelerator pedal 8 (that is, an accelerator opening), a vehicle speed, and a road traffic information communication system (VIC).
S) Data from the car navigation system that can receive the information, engine speed, intake air amount, intake air temperature, throttle opening, engine water temperature, signal from brake switch, shift position, signal from pattern select switch, Various data such as a signal from the overdrive switch, the input rotation speed of the automatic transmission 2 and the oil temperature of the automatic transmission 2 are input.

The electronic control unit 7 is configured to perform a calculation based on the input data or the stored data in accordance with a program stored in advance and to output a predetermined control signal. Regarding 1, the throttle actuator 5 is controlled so that the throttle opening (ie, engine output) with respect to the amount of depression of the accelerator pedal 8 has a non-linear characteristic, the control gain is changed, and the fuel injection amount, ignition timing, etc. It is configured to control appropriately as needed. Further, the automatic transmission 2 is configured to instruct a shift based on a shift map stored in advance, and to change the shift map based on input data.

The electronic control unit 7 controls the engine 1 and the automatic transmission 2 in association with each other. The electronic control unit 7 controls the control characteristics of the engine output in accordance with the state of the shift in the automatic transmission 2. Further, the mode of shifting of the automatic transmission 2 is changed according to the control situation of the engine output. An example of the control will be described below.

FIGS. 1 to 7 are diagrams for explaining an example of control when the downshift is determined by depressing the accelerator pedal 8. First, in FIG. 1, the traveling state changes across the downshift line. That is, it is determined whether or not a dow shift has been performed (step 1). As described above, the above-described control device according to the present invention includes, as an example, a shift in which a shift speed region is set using an accelerator pedal opening (accelerator pedal depression amount), which is an output control amount based on an artificial operation, and a vehicle speed as parameters. The map is stored in advance,
If the running state of the vehicle determined by these parameters changes across the downshift line on the shift map, an affirmative determination is made in step 1, and if the change does not exceed the downshift line, a negative determination is made in step 1. Is done.

If a negative determination is made in step 1 because the depression amount of the accelerator pedal 8 is small, the routine returns without performing any particular control. If the answer is affirmative, the routine proceeds to step 2, where it is determined whether the rate of change ΔPA of the accelerator pedal opening PA is smaller than a predetermined reference value α. The change speed PA can be obtained as a differential value of an output signal of a sensor that detects the amount of depression of the accelerator pedal 8. If a negative determination is made in step 2, it means that the accelerator pedal 8 has been suddenly depressed, and this means that the driver is requesting a large amount of driving force. Therefore, a downshift based on the shift map is executed. (Step 3). That is, a signal is output from the electronic control unit 7 to a predetermined shift solenoid valve (not shown) of the hydraulic control unit. Note that the throttle opening TA with respect to the accelerator pedal opening PA at the time of the downshift.
Is set based on the control gain so that the driving torque is in accordance with the request.

On the other hand, if an affirmative determination is made in step 2, it means that the accelerator pedal 8 is depressed slowly and the driver does not particularly seek a large driving force. Does not perform a downshift even if is changing across the downshift line,
The output control of the engine is executed (step 4).

FIG. 2 shows an example of the engine output control routine. First, in step 5, the control gain of the throttle opening TA with respect to the accelerator pedal opening PA is increased. More specifically, for example, while traveling at the fourth speed, the accelerator pedal 8 is depressed and the traveling state changes across the downshift line to the third speed, and the accelerator pedal opening at the time of the downshift determination is determined. Assuming that P A is P 1, as shown in FIG. 3, the downshift is executed immediately at this time. As a result, the driving force F increases as indicated by the arrow A. On the other hand, in the control in steps 4 and 5, the value of the throttle opening TA with respect to the accelerator pedal opening PA is increased without executing the downshift.

One example is shown in FIG. 4. In the region above the accelerator pedal opening indicated by P1, the value of the throttle opening TA with respect to the accelerator pedal opening PA becomes large.
Such control is performed by multiplying the accelerator pedal opening PA input to the electronic control unit 7 by a correction coefficient and calculating the throttle opening TA based on the correction value, or by multiplying the correction coefficient at the time of calculation. Further, it can be performed by processing such as multiplying the calculation result by a correction coefficient. Therefore, the driving force F is larger than the driving force at the fourth speed before the change, as indicated by the arrow D in FIG. In FIGS. 3 and 4, P2 indicates the accelerator pedal opening corresponding to the full opening point of the throttle opening TA.

Next, the downshift line in the shift map is moved to the high throttle opening side (step 6). FIG.
FIG. 1 shows an example of such a case. A broken line indicates the downshift line before the change, and a solid line indicates the downshift line after the change. Instead of the control in step 6, the input accelerator pedal opening PA may be multiplied by a correction coefficient having a value larger than "1" to perform the increase correction.

Further, it is determined whether or not the accelerator pedal opening PA has become smaller than P1 (step 7). That is, it is determined whether or not the driver's request is satisfied by the increase in the driving force, based on whether or not the accelerator pedal 8 is returned. Therefore, if an affirmative determination is made in step 7, no further control of the driving force is required, and FIG.
The process returns to the main routine (step 8).

If a negative determination is made in step 7, the accelerator pedal 8 is greatly depressed, and there is a request to increase the driving force. Therefore, in this case, the rate of change ΔPA of the accelerator pedal opening PA becomes a predetermined value. It is determined whether the value is larger than the reference value β (step 9). If an affirmative determination is made in step 9, the accelerator pedal 8 is rapidly depressed and a large driving force is required, and a downshift is immediately executed to satisfy this (step 10). That is, a signal is output from the electronic control unit 7 to a predetermined shift solenoid valve (not shown) of the hydraulic control unit, and the third speed is achieved in the example shown in FIG.

On the other hand, if a negative determination is made in step 9, the accelerator pedal opening PA is large, but the depressing speed is slow, and therefore a particularly large driving force is not required. Proceeding to 11, it is determined whether the accelerator pedal opening (that is, the running state) has changed across the downshift line in the shift map after the change by the control in step 6. If a negative determination is made in step 11 because the depression amount is such that the downshift does not occur, the process returns to step 7 and the control in steps 7 to 11 is continued. Conversely, if the determination in step 11 is affirmative, the routine proceeds to step 12, where a downshift involving control of the engine output in accordance with the rate of change ΔPA of the accelerator pedal opening is executed.

That is, first, when the changing speed ΔPA of the accelerator pedal opening is extremely small, the downshift is executed as shown by the arrow B in FIG. Here, the determination that the change rate ΔPA of the accelerator pedal opening is minimal can be determined by setting a reference value in advance and comparing the reference value. The downshift according to the arrow B in FIG. 3 is control for downshifting to the third speed while reducing the opening of the electronic throttle valve 4. That is, a shift signal for setting the third speed is output from the electronic control device 7 to the shift solenoid valve of the hydraulic control device 6, and at the same time, a signal is output to the throttle actuator 5 to reduce the opening of the electronic throttle valve 4 by a predetermined amount. In this case, as the amount of reduction of the throttle opening TA, a value set in advance using the vehicle speed, the shift speed, and the like as parameters may be used.

On the other hand, when the change speed ΔPA of the accelerator pedal opening is relatively large, the downshift is executed as shown by the arrow C in FIG. That is, the speed is shifted to the third speed without changing the throttle opening TA. Further, if the change speed ΔPA of the accelerator pedal opening is between the minimum value and the comparatively large value, the downshift is executed so that the driving force changes between arrows B and C in FIG.

More specifically, FIG. 6 schematically shows a state change indicated by the arrows B and C. If the state change in which the arrow B has a 45-degree inclination is shown, FIG. As shown in FIG. 7, the relationship between the change rate ΔPA of the accelerator pedal opening and the inclination at that time can be expressed as shown in FIG. Similarly, for arrow C, the rate of change Δ of the accelerator pedal opening degree
The inclination can be expressed as 90 degrees corresponding to the maximum value DPAMAX within a predetermined range of PA. Therefore, the rate of change ΔPA of the accelerator pedal opening is determined by the minimum value DPAMIN and the maximum value DPAMIN.
If it is between MAX and MAX, the inclination of the arrow indicating the state change is determined based on the diagram of FIG. 7, and the value is used to interpolate between the arrows B and C.

Therefore, although the driving force increases due to the increase in the gear ratio due to the downshift, the accelerator pedal 8
The throttle opening is controlled in accordance with the stepping speed of the vehicle, that is, the required degree of increase in the driving force, so that the driving force that actually occurs meets the requirement, and the inconvenience of having to return the accelerator pedal after shifting is obviated. Can be eliminated.

In the control example described above, the request for the driving force is determined based on the depression speed ΔPA of the accelerator pedal 8 and the control is performed in accordance with the judgment. In addition to the stepping speed of No. 8, it can be determined from information obtained by a navigation system mounted on the vehicle. That is, since the navigation system stores road information in advance and can detect the current position of the vehicle on the road,
The gradient of the road on which the vehicle travels, the curvature of the corner, or the state of congestion can be acquired as data. The required driving force can be determined based on the information, and the above-described combined control of the shift and the engine output can be performed so as to obtain the determined driving force.

FIG. 8 is a flowchart for explaining the example. First, a navigation system (NAVI)
, Road data such as road gradient and curvature is input (step 21). Then, it is determined from the data whether the required driving force is smaller than a predetermined reference value FA (step 22). The reference value FA is the maximum driving force that can be obtained at the current gear position, that is, the driving force that can be obtained by fully opening the throttle opening.

If the result of the determination in step 22 is affirmative, that is, if the necessary driving force can be obtained by increasing the throttle opening without downshifting, the arrow B or the arrow C is changed from the arrow D described above. The passed control is performed (step 23). Specifically, the control gain of the throttle opening with respect to the accelerator pedal opening is increased immediately without downshifting, and the downshift is performed only when the throttle opening is fully opened in this state.

On the other hand, if the determination in step 22 is affirmative, the necessary driving force cannot be obtained even if the throttle opening is increased at the current gear position. Execute (step 24). That is, the downshift is executed when the downshift point is reached.

Therefore, by controlling as shown in FIG. 1 or FIG. 8 described above, even if the running state of the vehicle changes across the downshift line, that is, even if a downshift is determined, other conditions are satisfied. Until the condition is satisfied, that is, until the required driving force cannot be obtained due to the increase in the throttle opening, the downshift is not executed, so that unnecessary downshift can be prevented as much as possible. Even if the downshift is not performed, the control gain of the throttle opening with respect to the accelerator pedal opening is increased and the throttle opening is electronically increased to thereby prevent shortage of the driving force.

The above control example is an example in which a downshift is suppressed or prevented. However, by electronically controlling the throttle opening, it is possible to control a driving force in place of a shift. Can also be controlled in a direction to suppress or prevent. An example will be described below.

That is, in the stepped automatic transmission, an upshift occurs when the traveling state of the vehicle changes across the upshift line due to, for example, an increase in the vehicle speed, but the driving force decreases accordingly. In this case, when the required driving force is a driving force corresponding to an intermediate region between the upshift line and the downshift line on the shift map, as shown in FIG. Due to the upshift, the driving force becomes insufficient. As a result, the driver depresses the accelerator pedal, and the driving state of the vehicle changes to the third speed state, thereby causing a downshift to the third speed. Eventually, since the gears return to the original gear, unnecessary upshifts and downshifts have been performed. So Figure 1
In the control example shown as 0, even if the upshift judgment is made, the upshift is prohibited until another condition is satisfied.

In FIG. 10, first, it is determined whether or not an upshift determination has been made, for example, whether or not an upshift from the third speed to the fourth speed has been made (step 31). More specifically, it is determined whether or not the running state of the vehicle has changed across the upshift line from the third speed to the fourth speed. If a negative determination is made in step 31 because such a change in the running state of the vehicle has not occurred, the routine returns without performing any control. Conversely, if a positive determination is made in step 31, the throttle The driving force is reduced by reducing the engine output by reducing the opening TA (step 32). The control is based on the accelerator pedal opening P
This can be done by lowering the characteristic (control gain) of the throttle opening TA with respect to A. One example is shown in FIG. 11, in which the value of the throttle opening TA with respect to the accelerator pedal opening PA is set to a smaller value (shown by a broken line) than in the normal state (shown by a solid line). The driving force in that case is set to a driving force that can be obtained in the fourth speed.

Although the driving force of the vehicle decreases with a decrease in the engine output, it is smaller than the decrease due to the change in the gear ratio, so that the driving force that satisfies the driver's requirements can be maintained. However, since the speed ratio is maintained at the value of the third speed, the engine speed increases as the vehicle speed increases. In step 33, it is determined whether or not the engine speed NE has exceeded a predetermined reference value N0. This is to avoid a so-called overrun of the engine 1. Therefore, if a negative determination is made in step 33, the routine returns. If a positive determination is made in contrast, an upshift is performed to the fourth speed (step 34). ).

Therefore, in the control example shown in FIG. 10, when the request for reducing the driving force is less than the reduction amount due to the upshift, the throttle opening is reduced and the upshift is not performed. Shifting can be avoided and ride comfort and drivability can be improved.

By the way, among the gear positions set by the automatic transmission, in the gear position set without engaging the one-way clutch, the engine brake can be made effective by returning the accelerator pedal. In the automatic transmission that can be set, the drive range (D range)
The engine brake can be applied at the fourth speed and the third speed. In this case, if the vehicle speed decreases and a downshift to a gear position where engine braking is effective occurs, the engine braking force is further increased and the vehicle is decelerated, so that the driver may need to depress the accelerator pedal again. . This is shown in the shift map as shown in FIG. 12, and the running state changes as indicated by the arrow.

In this case, too, the gear shifts to the fourth speed after the downshift from the fourth speed, which means that an unnecessary shift has occurred. Therefore, the control shown in FIG. 13 is performed as follows. First, it is determined whether or not the running state of the vehicle has changed across the downshift line from the fourth speed to the third speed on the shift map by returning the accelerator pedal 8 (step 41). That is, it is determined whether or not a downshift determination has been made. If a negative determination is made, the routine returns without performing any control. If an affirmative determination is made, the throttle actuator 5 is electrically controlled. To reduce the throttle opening TA (step 42). That is, the throttle opening T with respect to the accelerator pedal opening PA
The control characteristic (control gain) of A is reduced to reduce the throttle opening TA. An example is schematically shown in FIG. In FIG. 14, the solid line shows the relationship between the accelerator pedal opening PA and the throttle opening TA during normal operation.
A broken line shows an example in the case where the control of step 42 is performed.
In this case, the degree of decrease in the throttle opening is set to such an extent that the effect of the engine brake becomes similar to the engine brake state in the third speed.

That is, the throttle opening TA is decreased with the target of the engine braking force at the third speed, and whether the throttle opening TA has reached the limit value of fully closed (opening "0"). Is determined (step 43).
In other words, it is determined in step 43 whether the control restriction condition for the throttle opening TA is satisfied. If the condition is not satisfied, the routine returns. If the condition is satisfied, the engine braking force based on the throttle opening TA is determined. Since the increase control cannot be performed, a downshift based on the shift map is executed (step 44).

Therefore, by performing the control as shown in FIG. 13, the required engine braking force can be secured without causing downshifting, so that unnecessary shifting is prevented and the ride comfort and drivability are improved. can do.

The example shown in FIG. 13 is a control example in which the vehicle speed is reduced by returning the accelerator pedal 8 and the downshift occurs as a result. When the accelerator pedal 8 is returned, the shift map is displayed. Is the accelerator pedal opening P
Since A is one of the parameters, an upshift may occur. An example thereof is shown in FIG. 15 as a change on the shift map. In this case, if the required reduction amount of the driving force is not so large as to be based on the upshift, the driving force becomes insufficient and the accelerator pedal 8 is depressed again. As a result, the vehicle returns to the original third speed. In order to avoid such unnecessary shifting, in the control example shown in FIG. 16, control is performed as follows.

First, while traveling in the third speed, the accelerator pedal 8
, It is determined whether or not the traveling state of the vehicle has changed across the upshift line from the third speed to the fourth speed on the shift map (step 51). That is, it is determined whether or not an upshift has been determined. If a negative determination is made, the routine returns without performing any particular control. If an affirmative determination is made, the throttle actuator 5 is electrically controlled. To increase the throttle opening TA (step 52). That is, the control characteristic (control gain) of the throttle opening TA with respect to the accelerator pedal opening PA is increased to increase the throttle opening TA. Figure 1 shows an example
FIG. 7 schematically shows this. In FIG. 17, the solid lines indicate the normal accelerator pedal opening PA and the throttle opening T.
The relationship with A is shown, and the broken line shows an example when the control of step 52 is performed. In this case, the degree of decrease in the throttle opening is set to such an extent that the effect of the engine brake becomes similar to the engine brake state in the fourth speed.

That is, the throttle opening TA is increased with the target of about the engine braking force at the fourth speed, and it is determined whether or not the throttle opening TA has reached the limit value of full opening (step 53). . In other words, it is determined in step 53 whether or not the control limit condition for the throttle opening TA is satisfied. If the condition is not satisfied, the routine returns. If the condition is satisfied, the engine braking force based on the throttle opening TA is reduced. Since reduction control cannot be performed, an upshift to the fourth speed based on the shift map is executed (step 54).

When returning to the normal throttle opening control characteristic, as indicated by an arrow in FIG. 17, the throttle opening TA corresponding to the accelerator pedal opening PA at that time determined by the normal characteristic is used. Is executed by setting. In this case, if the accelerator pedal opening PA changes, the throttle actuator 5 is controlled so that the throttle opening TA corresponding to the changed accelerator pedal opening PA is obtained.

Therefore, by performing the control as shown in FIG. 16, the required engine braking force can be reduced without causing a downshift, so that unnecessary shifting is prevented and the ride comfort and drivability are improved. It can be.

Here, the correspondence between each of the above embodiments and the means described in each claim will be described. First, the shift control detecting means according to the first aspect of the present invention includes steps 1 and 2 described above.
31, 41, and 51 correspond, and the above-described steps 5, 32, 42, and 52 correspond to output correction means. Claim 2
Step 2 in FIG. 1 corresponds to the output condition determining means in the invention, step 5 corresponds to the increase correction means, and step 3 corresponds to the shift instructing means. Step 32 shown in FIG. 10 corresponds to the reduction correction means in the invention of claim 3, and step 33 shown in FIG.
The step 34 corresponds to the upshift instruction means, and the step 33 corresponds to the upshift prohibition means.

Further, step 42 shown in FIG. 13 corresponds to the reduction correcting means in the invention of claim 4, step 43 corresponds to the drive state judging means, step 44 corresponds to the downshift instructing means, Step 43 corresponds to the downshift inhibiting means. The step 52 shown in FIG. 16 corresponds to the increase correction means, the step 53 corresponds to the drive state determination means, the step 54 corresponds to the upshift instruction means, and the upshift prohibition means. Corresponds to step 53. Steps 1, 31, 41, and 51 correspond to the shift determining means, step 5, 32, 42, and 52 correspond to the output correcting means, and the shift instructing means corresponds to the step. 9, 33, 43 and 53 correspond.

In each of the above-described embodiments, the shift between the third speed and the fourth speed has been described as an example. However, the shift that can be controlled by the apparatus of the present invention is performed between these shift speeds. The speed change is not limited to the above speed change, and may be a speed change between predetermined speed stages from the first speed to the highest speed stage. The engine which is the prime mover according to the present invention has an electronic throttle valve upstream of the main throttle valve mechanically connected to the accelerator pedal, in addition to the engine having only the electronic throttle valve. It may be. Further, the prime mover according to the present invention may be an electric motor other than the engine, or may be a combination of an internal combustion engine and an electric motor.

[0059]

As described above, according to the control device of the first aspect of the present invention, when the driver requests to increase or decrease the output of the prime mover, the contents of the output control based on the request are as follows: By correcting based on the contents of the shift control of the automatic transmission, the output control of the prime mover is executed by reflecting the contents of the shift control of the automatic transmission. Can be increased or decreased to meet the driving force demands of the driver,
As a result, unnecessary shifting can be avoided.

According to the control device of the second aspect of the present invention, the required output is particularly large even if the downshift is determined based on the output control of the prime mover by manual operation. If the output request condition is not satisfied, for example, if the output request condition is not satisfied, the output of the prime mover is increased without immediately downshifting, so that the output that meets the request can be obtained, and unnecessary shifting can be avoided. .

According to the control device of the third aspect of the present invention,
If an upshift is determined based on the content of the output control by the manual operation, the content of the output control by the operation is corrected in a direction to reduce the output of the prime mover. Unless a predetermined condition is satisfied, such as when the rotation speed is not high, upshifting is prohibited, and a reduction in driving force is dealt with by correcting the content of the output control, so that unnecessary shifts can be avoided.

According to the control device of the fourth aspect,
When a downshift is determined based on output control by an artificial operation, the output control content is corrected in a direction to reduce the output of the prime mover, and the driving state of the vehicle, such as a decrease in vehicle speed, changes. It is determined whether the driving state satisfies a predetermined condition. For example, when the condition that the control for reducing the output of the prime mover has reached the limit is not satisfied, the downshift is prohibited. That is, the demand is satisfied by the output reduction correction, and as a result, downshifting is not performed, so that unnecessary shifting can be avoided.

According to the control device of the fifth aspect, when an upshift is determined based on output control by a manual operation, the contents of the output control based on the operation are corrected in a direction to increase the output. Accordingly, the driving state of the vehicle changes, and it is determined whether or not the driving condition of the vehicle satisfies the detected predetermined condition. For example, when a condition such as a state where the control for increasing the output of the prime mover cannot be performed anymore is satisfied, an upshift is performed to reduce the rotation speed of the prime mover, but when a predetermined condition is not satisfied. Thus, the requirement is satisfied by correcting the contents of the output control as described above, and as a result, unnecessary shifting can be avoided.

According to the control device of the sixth aspect of the present invention, the shift control of the automatic transmission is performed in addition to a plurality of data including data relating to the contents of the output control based on the manual operation. Since the correction is executed according to the situation, if the driving state of the vehicle becomes a state according to the request by increasing or decreasing the output of the prime mover, the shift is not executed, and as a result, unnecessary shift is avoided. be able to.

[Brief description of the drawings]

FIG. 1 is a flowchart illustrating a main routine of a control example when a downshift is determined by depressing an accelerator pedal.

FIG. 2 is a flowchart illustrating a routine in an example of engine output correction control when the control according to FIG. 1 is performed.

FIG. 3 is a diagram schematically showing a change pattern between an accelerator pedal opening and a driving force when the control shown in FIGS. 1 and 2 is performed.

FIG. 4 is a diagram showing a relationship between a throttle opening control gain and an accelerator pedal opening before and after changing the control gain;

FIG. 5 is a diagram illustrating an example of changing a downshift line in a shift map to a high accelerator pedal opening side;

FIG. 6 is an enlarged view showing a part of FIG. 3;

FIG. 7 is a diagram showing an example of a diagram for determining a control pattern of a throttle opening in accordance with a change speed of an accelerator pedal during a gear shift.

FIG. 8 is a flowchart illustrating an example of controlling a shift and an engine output based on data from a navigation system.

FIG. 9 is a diagram showing, on a shift map, a downshift caused by depressing an accelerator pedal after an upshift accompanying an increase in vehicle speed.

FIG. 10 is a flowchart for explaining a control example for prohibiting an upshift when an upshift is determined by returning an accelerator pedal.

FIG. 11 is a diagram showing a state before and after a characteristic of a throttle opening with respect to an accelerator pedal opening is changed.

FIG. 12 is a diagram showing, on a shift map, an upshift caused by depressing the accelerator pedal after a downshift caused by returning the accelerator pedal.

FIG. 13 is a flowchart illustrating an example of control for prohibiting downshifting when a downshift due to a decrease in vehicle speed by returning the accelerator pedal is determined.

FIG. 14 is a diagram showing a state before and after a change in a characteristic of a throttle opening degree with respect to an accelerator pedal opening degree by a control example of FIG. 13;

FIG. 15 is a diagram showing, on a shift map, a downshift caused by depressing the accelerator pedal after an upshift caused by returning the accelerator pedal.

FIG. 16 is a flowchart for explaining a control example in which when an upshift is determined by returning the accelerator pedal, the upshift is prohibited.

17 is a diagram showing a state before and after a change in a characteristic of a throttle opening with respect to an accelerator pedal opening in the control example of FIG. 16;

FIG. 18 is a diagram schematically illustrating an example of a control system of a prime mover and an automatic transmission according to the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 4 Electronic throttle valve 5 Throttle actuator 7 Electronic control device 8 Accelerator pedal

Claims (6)

[Claims] An engine capable of changing the contents of output control based on a manual operation, and an automatic motor controlled by a plurality of data including data related to the contents of the output control based on the manual operation. A combined control device for a motor and an automatic transmission of a vehicle including a transmission, wherein a shift control detection unit that detects a control state of a shift of the automatic transmission; and a content of output control of the prime mover based on the artificial operation. And an output correction means for changing the shift control state according to the shift control state detected by the shift control detection means. 2. An engine that can change the contents of output control based on a manual operation, and an automatic motor that is controlled based on a plurality of data including data related to the contents of the output control based on the human operation. In a combined control apparatus of a motor and an automatic transmission of a vehicle having a transmission, it is determined that a predetermined output request condition is satisfied when a downshift is determined based on output control based on the artificial operation. Output condition determination means, and increase correction means for correcting the content of output control of the prime mover based on the artificial operation to increase the output when the downshift is determined and the establishment of the output request condition is not determined, Shift instruction means for executing the downshift when the downshift is determined and the output request condition is satisfied. Combined control device for prime mover and automatic transmission. 3. A motor capable of changing the contents of output control based on a manual operation, and an automatic motor controlled by a plurality of data including data related to the contents of the output control based on the manual operation. In a combined control device of a motor and an automatic transmission of a vehicle having a transmission, the output control of the motor based on the artificial operation when an upshift is determined based on the output control based on the artificial operation Correction means for correcting the content of the output so as to reduce the output; and drive state determination means for determining the drive state of the vehicle when the reduction correction means changes the content of the output control so as to reduce the output of the prime mover. Executing the upshift when the upshift is determined and the driving state of the vehicle determined by the driving state determination unit satisfies a predetermined condition. Upshift instructing means, and upshift inhibiting means for inhibiting the upshift when the upshift is determined and the driving state of the vehicle determined by the driving state determining means does not satisfy a predetermined condition. A combined control device for a prime mover and an automatic transmission. 4. A prime mover capable of changing the contents of output control based on a manual operation, and an automatic motor controlled by a plurality of data including data related to the contents of the output control based on the manual operation. In a combined control device of a motor and an automatic transmission of a vehicle having a transmission, an output control of the motor based on the artificial operation when a downshift is determined based on the content of the output control based on the artificial operation A reduction correction means for correcting the content of the output so as to reduce the output, and a drive state determination means for determining a drive state of the vehicle when the reduction correction means changes the output control content so as to reduce the output of the prime mover. Performing the downshift when the downshift is determined and the driving state of the vehicle determined by the driving state determination unit satisfies a predetermined condition; Downshift instructing means, and downshift inhibiting means for inhibiting the downshift when the downshift is determined and the driving state of the vehicle determined by the driving state determining means does not satisfy a predetermined condition. A combined control device for a prime mover and an automatic transmission. 5. A prime mover capable of changing the contents of output control based on a manual operation, and an automatic transmission controlled based on a plurality of data including data related to the contents of the output control based on the manual operation. In a combined control apparatus of a motor and an automatic transmission of a vehicle having a transmission, an output control of the motor based on the artificial operation when an upshift is determined based on the output control based on the artificial operation. Correction means for correcting the content of the motor so as to increase the output, and drive state determination means for determining the drive state of the vehicle when the increase correction means changes the content of the output control so as to reduce the output of the prime mover. Executing the upshift when the upshift is determined and the driving state of the vehicle determined by the driving state determination unit satisfies a predetermined condition. Upshift instructing means, and upshift inhibiting means for inhibiting the upshift when the upshift is determined and the driving state of the vehicle determined by the driving state determining means does not satisfy a predetermined condition. A combined control device for a prime mover and an automatic transmission. 6. A prime mover capable of changing the contents of output control based on a manual operation, and an automatic motor controlled by a plurality of data including data related to the contents of the output control based on the manual operation. A combined control device for a motor and an automatic transmission of a vehicle including a transmission; anda shift determining unit configured to determine a shift of the automatic transmission based on data related to output control of the prime mover based on the artificial operation. Output correction detecting means for detecting a change state of the output control content of the prime mover based on the artificial operation; and the shift determination in accordance with the change status of the output control content of the prime mover detected by the output correction detection means. And a shift instructing means for instructing execution / prohibition of a shift performed by the means.