JPH11344109A - Shift control device for transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shift control device which can gear shift not only automatically but also manually (in M-mode), and restrain occurrence of a slip of a tire upon starting on a snow covered road in the M-mode while a merit obtained by the M-mode function can be exhibited, and also restrain occurrence of impairment in drivability. SOLUTION: A shift control device comprises a means for selectively switching between an automatic gear shift mode and an M-mode, and a means for selectively switching among shift patterns, and inhibits shift-down at least onto a lowest stage, and lowers the shift stage by a number greater than 1. In this case, for example, it may be preferably carried in such a configuration that a first shift stage (M1) is inhibited, or the sliding is made from a second shift stage toward the lowest shift stage side (Ms2). In particular, in the latter configuration, a merit in a continuously variable transmission is further exhibited so as to be more preferably, thereby it is effective for ensuring a drive torque and so forth.

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 a transmission in a vehicle, and more particularly to a shift control device for a transmission capable of manual shifting by a driver in addition to automatic shifting.

[0002]

2. Description of the Related Art In addition to automatic shifting performed according to the running state of a vehicle (automobile) (for example, vehicle speed, throttle opening, etc.), a manual shifting (manual shifting) by a driver can be performed. Maneuverability and the like can be further improved. In this case, if the driver wants to perform the manual shift traveling, he or she manually operates the desired shift state (for example, the desired gear ratio state among the 1st to 4th gear or 1st to 5th gear set for the manual shift). ) Can be selected for driving, and such additional functions other than automatic shifting can be used. Such a manual mode (M mode) function tends to be introduced as a control method of an automatic transmission of a vehicle.

Some automatic transmissions with a manual mode allow a driver to select a desired gear position in the manual mode irrespective of a vehicle speed or a throttle opening in accordance with a shift position of a shift lever. There are also proposals for introducing such a function as a continuously variable transmission with a manual mode (for example, JP-A-6-58399 (Document 1) and JP-A-9-229182 (Document 2)). This is because in the manual mode, the gear ratio of the continuously variable gear ratio is set according to the shift position of the shift lever, so that the driver can select a desired gear position regardless of the vehicle speed and the throttle opening. is there. In these cases, when the vehicle is normally stopped, the speed is returned to the first speed.

[0004]

Although the introduction of the manual mode function has the above-mentioned advantageous aspects, the following considerations have revealed that the following aspects may occur depending on the following considerations. Things. That is, for example,
(A) When starting in the first speed in the manual mode, driving performance is impaired on a low μ road such as a snowy road due to excessive driving force, causing tire slip and the like. It is necessary to perform a speed change operation so as to achieve a high gear ratio. (C) In particular, in the introduction of such a manual mode function to a continuously variable transmission (CVT), as shown in the above-mentioned reference 2 which discloses the case of the CVT, a high speed step is selected in the manual mode of the CVT. Downshift is performed with the decrease of the input rotation and the vehicle speed, and when the vehicle stops, the downshift will be performed to the lowest level.
The above-described problems (a) and (b) occur.

Therefore, it is desirable to take advantage of the advantages inherent in the M-mode function, such as in the above-described situations such as tire slip when starting in the manual mode on a snowy road or the like, impairing drivability. It is also possible to make it difficult to cause occurrence, and to achieve these harmonious reconciliations. Further, even for a continuously variable transmission that shifts down to the lowest level when the vehicle is stopped, it is more preferable that good control can be realized while avoiding the above-mentioned disadvantages and achieving a high level of compatibility.

SUMMARY OF THE INVENTION The present invention is based on the above-mentioned considerations and the following considerations, and is intended to improve and improve these points. The present invention is intended to provide a shift control device for a transmission that is suitably applied to a case where a transmission capable of selecting the above is mounted and that can appropriately realize the above. In addition, it can respond accurately to the starting scene on a low μ road and can effectively suppress and prevent drive slip. It is an object of the present invention to provide a shift control device for a transmission that exhibits advantageous effects.

[0007]

According to the present invention, there is provided the following shift control device for a transmission. That is, the present invention relates to a continuously variable transmission having a shift mode switching unit for selectively switching between an automatic shift mode and a manual shift mode, and a shift pattern switching unit for selectively switching a shift pattern from a plurality of shift modes. When the shift mode is selected and the shift pattern is selected to be a pattern in which the maximum gear ratio is restricted to the minimum gear, at least the downshift to the lowest gear is prohibited. (Claim 1).

The present invention also provides a stepped automatic transmission having shift mode switching means for selectively switching between an automatic shift mode and a manual shift mode, and shift pattern switching means for selectively switching a shift pattern from among a plurality of shift modes. In the state where the manual shift mode is selected, when the shift pattern is selected to be a pattern in which the maximum gear ratio is restricted to the minimum shift side, at least the downshift to the lowest gear is prohibited. (Claim 2).

Further, when the vehicle is stopped, the lowest shift speed is set to the second speed or more, and the number of shiftable speeds is reduced by one or more speeds (claim 3).

[0010] Further, when the vehicle is stopped, the lowest gear is set to the second speed or higher, at least downshifting to the lowest gear is prohibited, and the number of gears that can be shifted is reduced by one or more. (Claim 4).

[0011] Further, when the vehicle is stopped, the lowest shift speed is set to the second speed or more, and the number of shiftable speeds is reduced by one or more speeds, and the target speed ratio of each speed of the second speed or more is corrected. (Claim 5).

Further, when the vehicle is stopped, the lowest gear is set to the second gear or higher, at least downshifting to the lowest gear is prohibited, and the number of gears that can be shifted is reduced by one or more gears. Corrected the target gear ratio of the gear,
(Chart 6).

[0013]

According to the present invention, when a driver desires to perform a manual shift traveling, the driver can select a desired gear position while taking advantage of an advantageous aspect of the manual gear shifting mode, while utilizing the advantage of the manual shifting mode. In such a case, it is possible to make it difficult to cause a situation such as a drive slip or a loss of drivability in the manual shift mode.

In particular, according to the first aspect, even if the continuously variable transmission is downshifted to the lowest level when the vehicle is stopped,
The above disadvantages can be avoided, and both can be achieved, and good control can be realized. Further, as in claim 2, the present invention can be applied to a stepped transmission to achieve the same thing.

According to the third and fourth aspects of the present invention, in addition to this, it is possible to appropriately avoid a drive slip at the time of starting from a time when the vehicle is stopped, and if the above can be realized more effectively. Close. For example, it is possible to ensure that the start in the manual shift mode is set to the second speed start or higher, and it is possible to appropriately respond to the start scene from the stop of the vehicle on the low μ road, and FIGS. 4 (a) and 4 (b). 8 and 10 (a), if the first speed is simply prohibited, the stepped transmission,
This can be easily realized by any of the continuously variable transmissions.

Further, in particular, according to claim 4, for example,
The first-speed downshift can be preferably performed by ensuring that this is not performed. Not only is it difficult to cause a drive slip at the start scene, but also in the manual shift mode, even if the driver performs manual operation, Even if the intention is to downshift from first gear to first gear, the downshift is definitely refused and prohibited, and as a result, such an increase in driving force during downshifting may cause a slip. At the same time, it is possible to avoid obstacles, and it also exerts a certain effect on control through starting running on snowy roads.

Further, according to the fifth and sixth aspects, in addition to the functions and effects of the third and fourth aspects, respectively, the present invention is particularly applied to a case where a manual transmission mode is introduced into a continuously variable transmission. A transmission control device for a transmission that exhibits advantageous effects can be provided. That is, in this case, for example, the second speed can be slid to the lowest side as shown in FIG. Therefore, for example, in comparison with the case of simply prohibiting the first speed, in this case, in the start in the snow mode, it is ensured that the driving slip at the start is hard to occur, while the driving torque at the start is secured. However, according to the fifth and sixth aspects, it is necessary to secure a certain amount of driving torque while having a common effect particularly in making it difficult to generate a driving slip. In the case of a step-variable transmission, a shift cannot be performed when the vehicle is stopped, so that a shift control device that can prevent the promotion of slip when a slip occurs at the time of starting can be obtained. And a high degree of compatibility, and a shift control device for a continuously variable transmission capable of effectively suppressing and preventing drive slip can be realized.

[0018]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a system configuration diagram of the control device of the present invention, showing a basic configuration. In the figure, reference numeral 1 denotes a vehicle engine, 2 denotes a transmission to which power is input via a torque converter, 3 denotes an output shaft, and 10 denotes a controller.

When the transmission 2 is a stepped transmission whose speed is controlled in accordance with a shift control parameter, the automatic transmission includes a transmission mechanism using a gear train, friction elements such as clutches and brakes, and the like. A shift control hydraulic circuit is formed in the control unit 2a, and a shift solenoid or the like can be provided.

For example, if the number of gears is five, the first gear, the second gear, the third gear,
If an automatic transmission (5-speed A / T) in which the speed ratio decreases in this order of speed, fourth speed, and fifth speed is used, this is based on the first speed (lowest gear ratio), 2
It has an automatic shift mode in which each of the third, fourth, and fifth speeds is selected. Further, the present control is intended for a gear that can be manually shifted by the driver in addition to the automatic gear shifting. Therefore, in the case of the five-speed A / T, the driver can manually operate the first to fifth gears. There is also a manual shift mode (M mode) in which a shift speed can be selected to shift.
In the M mode, it is an essential function that any of the shift speeds (1st to 5th speed) can be used.

The output torque of the engine 1 passes through a torque converter and is input to the transmission 2 through a transmission input shaft.
Under the control of the controller 10, the transmission 2 changes the rotational power of the engine 1 to the selected gear ratio including the M mode (in the case of a stepped automatic transmission, the gear ratio of the gear (gear)). The transmission can be transmitted to the transmission output shaft 3 and transmitted to the drive wheels via the differential gear to drive the vehicle.

The controller 10 for shift control includes, for example, information from a throttle opening sensor 10 for detecting a throttle opening TVO as engine load information, and a vehicle speed V.
The information from the vehicle speed sensor 10 for detecting the SP and the information from the mode selection means 33, the information from the other sensors and switches 34, and the like may be provided.

The information from the mode selecting means 33 includes shift mode switching information for selectively switching between the automatic shift mode and the manual shift mode of the automatic transmission, and selectively selects a shift pattern from a plurality of patterns. Switching information can also be included, and one of the shift patterns can be a shift pattern in which the maximum gear ratio is limited to the minimum gear according to the present invention.

FIG. 2 shows a basic configuration of a stepped A / T controller applicable to the controller 10 of FIG. As shown in the figure, this is configured such that three shift solenoids 21, 22, and 23 are controlled by the shift control controller 10 as shift solenoids. ON / O of these first, second and third shift solenoids (A, B, C)
The FF is controlled by the controller. In addition to a throttle opening sensor 31 and an output shaft rotation sensor 41 (vehicle speed sensor) for detecting a vehicle speed from the rotation speed of the output shaft 3, the engine 1
, An engine rotation sensor 42 for detecting the number of rotations, an inhibitor switch (SW) 43, a manual mode switch (SW) 44 for selecting an M mode, and an up switch (UP SW) 4 for upshift and downshift.
5 and a down switch (DOWN SW) 46 are provided, and signals from these are input to the shift control controller 10. Here, the signals from the SWs 44 to 46 are used as information of a shift instruction (command) for selectively switching to the manual shift mode and performing a shift by manual shift when the mode is selected.

Further, means (SW, etc.) for selecting a high gear pattern is provided. In this case, the means is configured to include a snow mode switch (SONW mode SW) 47 for selecting a snow mode, and these mode switches are set similarly to the power mode switch (SW) 48 for selecting a power mode. Is supplied to the controller 10.

Manual mode SW 44, UP / DOW
In providing the NSWs 45 and 46, a shift lever operating device for setting each range position of the parking (P), the reverse (R), the neutral (N), and the drive (D) is, for example, a shift position of the shift lever. , An M mode selection position, an up shift position (+), and a down shift position (-) are additionally set, and an M mode selection signal, an up shift signal, and a down shift signal are output according to the shift position of the shift lever. (For example, the above-mentioned document), and the snow mode SW 47 is independently turned ON and OFF regardless of whether the D range is selected or the M mode is selected.
It can be provided at an appropriate location so that the F switching operation can be performed.

The shift control controller 10 is configured to include a microcomputer. Here, a circuit for detecting input of signals from various sensors and switches, an arithmetic processing circuit (CPU), and an arithmetic processing circuit (CPU). It is composed of a storage circuit (RAM, ROM) for storing various control programs such as speed change control to be executed, calculation results, and the like, and an output circuit for sending control signals for driving the shift solenoids 21 to 23 and the like. be able to. Controller 10
Can store various set shift shift schedules (shift point characteristic data) which are applied to upshifts and downshifts in the automatic shift mode and are determined in advance by shift control parameters. .

The shift can be basically performed with the following control contents. Transmission 2
Here, it is assumed that there is a shift schedule for performing shift control based on the throttle opening TVO and the vehicle speed VSP. Here, at the same throttle opening, the vehicle shifts up to the higher gear as the vehicle speed increases, and the higher the throttle opening, the higher the vehicle speed side so that driving at the current gear can be performed as much as possible. It is usual to upshift closer. FIG. 4 (c) shows a 5-speed A
Line and DO of normal mode shift map of / T
An example of the characteristic data of the WN line is shown.

When the D range is selected (automatic shift mode), a shift stage optimal for the current driving condition is selected from the information on the throttle opening TVO and the vehicle speed VSP according to the shift schedule, and the shift solenoid is set to the shift stage. 2
1 to 23 are turned ON and OFF to perform a predetermined shift. Therefore, in the automatic shift mode, when the controller 10 determines and determines the optimum shift speed using the shift map data and instructs a combination of ON and OFF of the shift solenoid to obtain the shift speed, the shift solenoid is operated. The shift control hydraulic circuit (2a) operates (releases / engages) the selected friction element in accordance with ON / OFF of
As a result, it is possible to select an optimal gear position among the first to fifth speeds.

In the case of the manual shift mode,
Manual mode SW44, UP /
This can be done by input signals from DOWNSW 45,46. That is, the shift solenoid 21
To 23, and the controller 10 controls the first, second, and third shift solenoids 2 so that the corresponding shift speed can be obtained according to the driver's designated shift speed.
If control is performed so as to instruct the combination of ON and OFF of 1 to 23, the shift to the corresponding shift speed is performed through the shift control hydraulic circuit (2a) and the release and engagement control of the corresponding friction element based on the control. Can be.

FIG. 4 (a) shows the first to fourth speeds in this case.
The relationship between the vehicle speed [km / h] and the input shaft speed [rpm] at each of the fifth gears is shown. Even in an automatic transmission, if the driver wants to perform a manual shift run, the first-speed characteristic M1, the second-speed characteristic M2, and the third-speed characteristic M3, 4 are basically freely provided by manual operation in the manual mode. The vehicle can be driven by selecting the speed characteristic M4 or the fifth speed characteristic M5.

Upshift by such manual operation,
With the M mode function that allows the selection of a downshift, the driver can make a shift according to his or her own intention in the manual mode without relying on the gear ratio control by the automatic shift in the D range. Further, the controller 10 performs the following control in addition to the above-mentioned basics. That is, in the state where the manual shift mode is selected, a snow mode SW 47 as a means for selecting a high gear pattern (so-called snow mode) is provided, and the shift pattern is selected by the driver as the high gear pattern (snow mode). When the vehicle is stopped, the lowest gear ratio is set to 1
The speed is set to be lower than the speed, preferably, at least downshifting to the lowest gear ratio is prohibited, and the number of gears is reduced by one. In this case, the lowest shift speed that can be obtained when the vehicle is stopped can be 2nd speed or higher, and the number of shiftable speeds can be reduced by 1 or more speeds. Preferably, the controller 10 sets the lowest shift speed to the second speed or higher when the vehicle is stopped, prohibits downshifting to at least the lowest shift speed, and reduces the number of shiftable speed stages by one or more. Execute control.

In addition to the introduction of the M mode for the automatic transmission mode, in this case, the M mode function can be used in the manual mode in the case of a snowy road or the like, while taking advantage of the above-mentioned advantages inherent in the M mode function. It is also possible to make it difficult to cause the above-described drive slip or the like at the time of starting, and to achieve a harmonious balance between these. In this case, if the first speed is simply prohibited as shown in FIG. 4B, this can be realized more easily.

[ First Embodiment] A preferred example of a 5-speed A / T with a manual shift mode will be described with reference to FIGS. FIG. 3 is a transmission control program executed by the transmission control controller 10 of FIG.
5 is an example of a flowchart for calculating a gear position of a stepped transmission including a speed prohibition process. This program is processed at regular intervals (for example, every 10 ms).

In FIG. 3, in step S101, it is determined whether or not the M mode SW 44 is ON, and the answer is negative (NO).
In this case, if the shift mode is not the manual shift mode but the automatic shift mode, the SNOW mode S
Judge whether W47 is ON or not and if the answer is also negative,
In step S111, a normal mode pattern is selected (FIG. 4C). At this time, the controller 10 controls the throttle opening TVO and the vehicle speed VS according to the normal mode shift map in the D range as illustrated in FIG.
The optimum gear position is calculated from P (step S130), and normal shift control is executed by output processing to the shift solenoids 21 to 23 (step S140) based on the optimum gear position.
As shown, in this case, 1 ← → 2, 2 in the D range
← → 3, 3 ← → 4, 4 ← → 5 shifts are possible, and the function of the automatic shift mode can be used.

On the other hand, if the answer to step S110 is affirmative (YES), that is, if the driver has selected the D range and has turned on the SNOW mode SW 47, the selection of both of them is made. The controller 10 changes the process to select the snow mode pattern on the step S112 side (FIG. 4D) so that the patterns match.

FIG. 4D shows an example of a snow mode shift map. Here, in the snow mode pattern, as shown in the figure, shift lines (UP line, DOWN line) of 2 ← → 3, 3 ← → 4, 4 ← → 5 shift are set, but 1 ←
The shift line of the second shift is a shift pattern from which the shift pattern has been removed, and is a shift pattern in which there is no first speed with a maximum drive ratio and a maximum driving force compared to the shift pattern of FIG. When the driver starts or runs on a snowy road or the like, the selection of the driver by the operation of the SW 47 has the characteristics as exemplified above. (Note that the snow mode shift map is not limited to this. In the case of a transmission, it may be set so that the third range starts in the D range.)

Then, the SNOW mode SW 47 is turned on.
Sometimes, a signal indicating that the driver has selected and instructed the above state suitable for traveling on a low μ road such as a snowy road is sent to the controller 10.
Is input to The fact that the driver has requested the automatic shift in the shift pattern is determined by the controller 1 having the M mode switch 44 OFF and the SNOW mode switch 47 ON.
If 0 is determined, automatic shifting is performed according to the shift schedule. Also in the shift control in the snow mode, a shift speed optimum for the driving state is determined from the map data in FIG. 4D according to the throttle opening TVO and the vehicle speed VSP, and the shift speed is selected so that the optimum shift speed is selected. Solenoids 21 to 23
Are turned on and off, and a shift control is performed so as to perform a predetermined shift (steps S130 and S140). Therefore, when starting off on a snowy road, etc., instead of starting in the D range, the vehicle will start in the D range, and after the start, the shift speed of 3rd speed or higher at the optimal gear for the driving state Upshifting and the like and downshifting are performed automatically, so that the starting performance can be improved even on snowy roads.

On the other hand, if the answer to step S101 is affirmative, that is, if the M mode switch 44 is ON and therefore the automatic shift mode is not set and the manual shift mode is set, the SNOW mode SW4 is used in this program example even in this case.
It is assumed that the ON / OFF of step 7 involves a check process (step S120). Then, as a result of the check, when the answer is negative and the SNOW mode SW 47 is OFF, the manual shift normal pattern is selected (FIG. 4A) (step S121). Therefore, as illustrated in FIG. 4A, in the manual shift mode, the M mode SW 44 is turned on and the SNOW mode SW 4 is turned on.
Under the condition of 7OFF, regardless of the vehicle speed VSP and the throttle opening TVO, the first-speed characteristics M1 to M5 in the characteristic diagram of FIG.
It is possible to realize a manual shift in which any of the speed characteristics M5 desired by the driver is established. At this time, the controller 10 determines which one of the first to fifth speeds the shift speed specified by the driver in the manual shift (upshift, downshift) is the UP / DOWNSW 45, The determination is made based on the signal from the controller 46. Thus, in step S140, the controller 10 is controlled so that the corresponding gear is obtained in accordance with the designated gear.
Is O of the first, second, and third shift solenoids 21 to 23.
Output processing is performed so as to instruct a combination of N and OFF.

Therefore, in addition to the function of automatic shifting in the automatic shifting mode (including step S111 and including step S112), such an added M-mode function can be further used. The operability and the like are further increased, and the responsiveness of the vehicle operation can be enhanced. When the driver determines that the current vehicle operation scene is, for example, a scene that requires acceleration (acceleration emphasis), and actually desires acceleration, the driver can also perform a manual shift operation by himself. Therefore, also in general, even in a 5-speed A / T vehicle,
A feeling like a 5-speed M / T car can also be obtained.

On the other hand, when the answer to step S120 is affirmative, that is, when the manual shift mode is selected and the driver is in the snow mode, the two modes are selected. SW
If the switching of 44 and 47 is selected, a manual shift high gear pattern is selected so that the situation can be optimally controlled by the control of the controller 10 (FIG. 4B) (step S122).

FIG. 4 (b) shows an example of the vehicle speed [km / h] -input shaft speed [rpm] characteristic in this case (at the time of the manual mode / snow mode).
4A, the first-speed characteristic M1 is not provided (shown by a broken line), and the remaining four-stage second-speed characteristics M2 to fifth-speed characteristics M5 are the same. Ban. This first-speed prohibition is performed even in the manual shift mode selected by the driver's own intention in step S140. The combination of ON and OFF of the shift solenoids 21 to 23 for establishing the first gear can be executed by not accepting and rejecting the combination so as not to output.

Only when the M mode SW 44 is ON and the SNOW mode SW 47 is ON, the advantage inherent in the M mode function is utilized (step S 121). (B)
The disadvantages and inconveniences discussed in the above can be avoided, and both suppression and prevention of drive slip can be achieved. Even if the vehicle starts in manual shift mode from when the vehicle is stopped, if the vehicle is started in the first speed, the driving force will be too large on a low μ road such as a snowy road and tire slip will occur. However, in the present control, this can be avoided, and a drive slip at the time of starting can be made less likely to occur. Therefore, in the case of a vehicle not adopting this control, unless such a drive slip is avoided, in this case, the driver needs to perform a manual shift operation so as to attain a high-side gear ratio to the second speed or the like without promptly. However, in the present control, it is possible to avoid such a situation before it occurs.

In the above example, the first speed is prohibited. As a result, the number of gears that can be shifted is reduced by one from five to four.
The lowest shift stage of the start from the vehicle stop was the second speed, and the second speed was set to the second speed.
If the downshift to the first speed is prohibited while the vehicle is traveling in the manual speed change mode under the condition of N and the SNOW mode SW 47 is ON, for example, whether the downshift from the second speed to the first speed during traveling is determined. Controller 10
Is determined from the vehicle speed VSP and SW 45, 46 information, etc., and if applicable, the first gear is not accepted and rejected, as described above, so that the vehicle can appropriately respond to the starting scene from the stop of the vehicle. Rather, the downshift may ensure that this is not done. According to this, it is possible to make it difficult to drive slip through starting travel, and in the manual shift mode, even if the driver intends to shift down manually, the downshift is strictly prohibited, and as a result, In addition, it is possible to simultaneously avoid such a situation as inducing a slip due to an increase in the driving force at the time of the downshift. Low μ
It can also respond accurately to the start running scene on the road, and can effectively suppress and prevent drive slip.

In the control according to the present program example, for example, the driver operates in the snow mode in the D range in order to avoid a slip, judging from the actual conditions of the road surface or the like (steps S101 → S110 → S111). Although the SNOW mode SW 47 which can be switched independently and selectively is actually turned on, the M mode selection for the M mode function is actually performed. With respect to the shift lever operating device to which the position and the like are additionally set, the actual operation performed by the driver is different from the intended operation, and conversely, for example, is a "first speed" start instruction in the manual shift mode. An operation (operation that increases driving force) or an operation that gives a downshift instruction from second gear to first gear (for example, an operation that increases driving force), Uiu mistake, there is a scene in the effect of such misunderstanding. The SNOW mode SW 47 can be turned on and off independently of the automatic shift mode (D range).
Therefore, the M mode S
It is possible to see the conditions of W44ON and SNOW mode SW47ON, and based on this, it is possible to bring about the operational effects such as making the drive slip harder as described above according to this control.
Since it can be turned on and off independently, there is a possibility that the above-mentioned errors and misunderstandings may also occur. However, in such a case, the present control is also useful to make these directions in a direction that can be eventually canceled. Things.

[ Second Embodiment] Next, an example will be described in which the present invention is applied to a continuously variable transmission. In addition,
Similar components are the same as those of the same components in the example of the stepped transmission, and the main parts of the present example will be described below.

In FIG. 1, the transmission 2 is a continuously variable transmission (C
In the case of VT), it has a torque converter, a forward / reverse switching mechanism, a continuously variable transmission mechanism, and the like, and its control unit 2a can be provided with a transmission valve, an actuator, and the like constituting a transmission control means. . FIG. 5 shows the applicable C
1 shows a basic configuration of a VT controller. Here, the shift control controller 10 is, for example, a controller that controls a step motor 26 for shift control, and the step motor is a motor for driving a shift valve.

In the case of a toroidal CVT using a toroidal transmission unit, for example, a pair of powers arranged in frictional contact with both disks in a toroidal groove formed by both the input disk and the output disk. Roller (FIG. 6; 231), a roller support member (232 in FIG. 6) that rotatably supports the power roller and is rotatable and movable in the axial direction, and a hydraulic pressure capable of driving the roller support member in the axial direction. A cylinder, a shift control means for controlling a hydraulic pressure so as to obtain a target speed ratio to the hydraulic cylinder, and a beveled cam having an inclined surface which rotates integrally with the roller support member to feed back the actual speed ratio to the speed change control means. And a link abutting against the slope of the precess cam and swinging by rotation of the precess cam. Can. In this case, the gear ratio of the transmission 2 is steplessly adjusted so that the actual gear ratio actual value (308 in FIG. 7) matches the given gear ratio target value (306 in FIG. 7). Can be controlled.

FIG. 6 shows an outline of the peripheral structure of the toroidal transmission unit 23 including the servo piston portion for controlling the speed change, and the trunnion 23 with the precess cam 235.
2 (power roller support member) side, and the sleeve 25 of the speed change control valve 251
1A, a spool 251B and a related configuration of the step motor 26 are shown. The shaft 233 of the trunnion 232 supporting the power roller 231 has a servo piston 2
34, and has a precess cam 235 at the lower end of the shaft 233. The precess cam 235 is connected to the speed change control valve 25 as a hydraulic leveling valve via a speed change link 236.
1 (X2), and feeds back the offset amount of the power roller trunnion 232 in the oscillating axis direction (Y) and the tilt angle around the axis to the valve 251. The shift control target controls the position of the spool 251B of the shift control valve 251 by the step motor 26 (X1). Basically,
The gear ratio is uniquely determined by the control position of the step motor 26.

The control position (the number of steps) of the step motor 26 is controlled by a shift control controller 10, to which a sensor switch signal similar to that shown in FIG. 2 is input. 26 can be configured to include an output circuit for sending a control signal for driving. The shift control controller 10 basically calculates an optimum target gear ratio according to the traveling state according to predetermined map data based on the throttle opening TVO and the vehicle speed VSP information in the shift control. Is set to the target value.
6 can be executed to perform the shift control.

Here, the functions of the shift control controller 10 in the automatic shift mode include blocks 302 to 302 as shown in the control block diagram of the CVT shown in FIG.
312 functions. That is, a reaching input rotation speed calculation block 302 for calculating a reaching input rotation speed by inputting the throttle opening TVO and the vehicle speed VSP,
It has a gear ratio conversion block 303 to which the reached input rotation value and the vehicle speed VSP are input. In addition, here, it has an operation mode (including ABS etc.) information input block 304 and a time constant calculation block 305, A gear ratio conversion block 303 having a ratio calculation block 306
It is assumed that the target gear ratio is calculated in the target gear ratio calculation block 306 based on the attained gear ratio and the calculated time constant. Further, here, a target speed ratio limiting (correction) block 307 is provided, and on the other hand, an actual speed ratio calculation block 308 to which the input speed Nin (actual input speed) and the output shaft speed Nout are input is provided. A torque shift compensation block 309 and an FB control block 310 are provided to supply the target speed ratio and the CVT input torque from the target speed ratio limit (correction) block 307 to the torque shift compensation block 309, and the target speed change from the block 307. The ratio and the calculated actual speed ratio are given to the FB control block 310, and the compensated target speed ratio is obtained from these blocks 309 and 310. Thus, the target speed ratio after compensation is i-st
Input to the ep conversion block 311 and the step motor 26
Is obtained by converting the target number of steps with respect to, and is output from the step motor output block 312. The blocks 302 to 312 in FIG. 7 are used for a toroidal CVT. However, in the case of a belt-type continuously variable transmission (belt CVT), there is almost no torque shift. , Can be removed.

FIG. 10 shows an example of the target rotation map in the automatic transmission mode (D range) in the continuously variable transmission.
As shown in (c), the horizontal axis is the vehicle speed VSP, and the vertical axis is the target input shaft speed TNt, which is based on the map characteristics and uses the throttle opening TVO and the vehicle speed VSP as parameters to set the target input speed. Used to retrieve tNt. In FIG. 7, this is applied to the calculation processing of block 302 as a D-range normal mode rotation map, and the target gear ratio is obtained by the processing of blocks 303 and 306 described above.

Further, as shown in FIG. 7, the M mode switch 44, the UPSW 45, the DOW so that the manual shift mode as well as the automatic shift mode can be selectively used.
It has a function of a gear position determination block 301 for detecting a gear position instructed by the driver in the manual gear shift mode by inputting a signal of the NSW 46, and a signal of the M mode SW 44 and a determination gear obtained by the gear position determination block 301. In addition to providing the result of the gear to the arrival input rotation speed calculation block 302, a means for selecting the snow mode when the manual shift mode is selected is provided.

FIG. 10A shows an example of the manual mode rotation map. In the figure, the horizontal axis represents the vehicle speed VSP, the vertical axis represents the target input shaft rotation speed tNt, and application map data is set in advance for each shift speed as characteristics M1 to M6 corresponding to the first to sixth speeds in the manual shift mode. In the manual shift mode, this is applied to the processing of the reaching input rotation speed calculation block 302. Therefore, in the continuously variable transmission, the driver can select the desired first to sixth speed ratios in this mode. On the other hand, in this example,
The signal of the SNOW mode SW 47 is further input to the reaching input rotation speed calculation block 302, and
Compared to the D-range normal mode rotation map shown in FIG. 10C, a D-range snow mode rotation map having a characteristic tendency shown in FIG. 10D is also provided. The characteristics by the rotation map are
This corresponds to the high gear pattern in FIG. 4D in the stepped transmission, and the broken line characteristic in FIG.
This is a normal mode rotation map characteristic shown in FIG. 10C and is also shown for comparison.) When the SNOW mode SW 47 is ON in the D range, the map in FIG.
And the vehicle speed VSP as a parameter.

Here, the shift control controller 10
The normal mode rotation map (FIG. 10B), the manual mode rotation map (FIG. 10A), and the snow mode rotation map (FIG. 10D) are stored in the storage circuit. Stored and stored, respectively,
If so, the target gear ratio is calculated using the corresponding map and the step ratio is calculated based on a control program previously stored in the memory circuit of the controller so that the gear ratio becomes the target value. In addition to this, when the manual shift mode is selected and the snow mode is further selected, the control for reducing the first gear is also executed. In this case, as in the first embodiment, preferably, the first speed is simply prohibited, and this can be easily performed.

FIG. 8 shows an example of this case, and FIG.
Compared with the case of 0 (a), there is no first-speed characteristic M1 (shown by a broken line), and the target input shaft rotational speed tNt is searched according to the rotation map data of the remaining five-stage second- to sixth-speed characteristics M2 to M6. As a result, the first speed is prohibited only in the manual mode snow mode, that is, under the conditions of the M mode SW 44 ON and the SNOW mode SW 47 ON.
Therefore, with regard to the manual shift pattern of the continuously variable transmission, when the snow mode is selected by the driver's operation, the second speed starts at the time of starting. In this case, the same operation and effect as in the first embodiment can be obtained. Even in the start in the snow mode, it is possible to make it difficult to generate a drive slip at the time of start.
The disadvantages and inconveniences discussed in (c) can be avoided, and both suppression and prevention of drive slip can be achieved.

In particular, when the M mode function is introduced into the CVT, in the manual mode, even when the high speed stage is selected, even when the vehicle stops at a stop due to a decrease in the input rotation speed and the vehicle speed, even when the vehicle is at the lowest speed, what happens due to this is caused. The above-described disadvantage can be avoided, the vehicle can be accurately responded to a start scene on a low μ road, and drive slip can be effectively suppressed and prevented. In this respect, an advantageous effect is exhibited.

Here, the first speed prohibition as described above corresponds to the manual mode / snow mode rotation map in which only the rotation map data of the braking characteristics M2 to M6 as shown in FIG.
Although this is not impeded to be implemented by providing the memory circuit as a separate map from the rotation map shown in FIG. 10A, in addition to this method, the gear position instruction by the driver in the manual shift in the manual shift mode is “1”. Even in the case of "speed", the controller 10 forcibly treats the speed as "second speed" according to the method of the [first embodiment] (for example, see steps S222 and S223 in FIG. 9). The processing contents may be added to 301 to 302 (in this case, the same block portion constitutes a main part of the present example, and in FIG. 7,
The configuration of other block portions may be the same). In this case, it is sufficient to set one set of the rotation map data M1 to M6 in FIG. 10A, and this can be used also in the manual shift mode. In the automatic shift mode, the first to sixth speeds in FIG. On the other hand, in the manual shift mode, the data of the speed characteristics M1 to M6 are used.
What is necessary is just to use the data of -M6 for a search.

In this example, the first speed is simply prohibited. However, the present invention is not limited to this. For example, if desired, for example, simply the first speed, the second speed (or simply the first speed, the second speed, and the third speed). Fast)
Can be implemented even in a mode that prohibits
In particular, according to the latter method, for example, in the manual shift mode, it can be more easily implemented by using only the data of the characteristics M3 to M6 of the third to sixth speeds in FIG. There are advantages. Also in this example, when the vehicle is stopped, the lowest shift speed is set to 2nd speed or more, and the number of shiftable stages is reduced by 1 or more speed, or when the vehicle is stopped, the lowest shift speed is set to 2nd speed or more. The downshift to the lowest gear can be prohibited, and the number of gears that can be shifted can be reduced by one or more. However, in this case as well, if the latter method is adopted, one map can be applied in the manual mode. Can be realized with one map.

[ Third Embodiment] The following example is another preferred example of the case of a continuously variable transmission, which can be regarded as a modification of the [second embodiment]. In the present embodiment, in the above [Second Embodiment], it is further intended to correct, for example, the target gear ratio of each stage of the second speed or higher.
Preferably, for example, as shown in FIG. 10B, the second speed is slid to the lowest side. That is, under the conditions of the M mode SW 44 ON and the SNOW mode SW 47 ON, when the vehicle is stopped, the lowest gear ratio is set to less than the first speed, the downshift to the lowest speed is prohibited, and the number of gears is reduced by one gear. However, in the case of a continuously variable transmission, a speed ratio smaller than the first speed is set to 2
In the case where the speed is controlled, the aspect that the speed ratio can be set (the control for matching the actual value to the target value of the speed ratio) is more actively utilized. It is intended to realize this as a configuration in which the shift speed is set to about 0.5 and another shift map is taken into consideration even after the third speed in consideration of the gear ratio.

This is based on the following viewpoint. According to the first embodiment and the second embodiment,
When the vehicle starts in the snow mode, the driving slip at the time of starting hardly occurs, but the driving torque at the time of starting is insufficient. In the first and second embodiments, in particular, the driving slip is hardly generated, which has the same function and effect as described above. However, it is necessary to secure a certain driving torque, and In such a case, since shifting cannot be performed when the vehicle is stopped, a configuration that can prevent the promotion of slip when a slip occurs at the time of starting is more desirable.

The present example is to make it possible to respond to a request from such a viewpoint to a high degree.
The main part will be described with reference to FIGS. FIG.
Is a control program executed by the shift control controller 10 having the configuration functions shown in FIGS. 5 and 7, and includes a process for effectively reaching the input torque of the continuously variable transmission, which includes processes effective in securing the driving torque as described above. Number calculation part (block 302)
It is an example of the flowchart of FIG.

In FIG. 9, steps S201, S210, S
211 and S220 correspond to the corresponding steps S101 and S101 in FIG.
It has the same contents as 110, S111 and S120. In this example of the program, when the answer to either step S201 or S210 is negative, the normal mode pattern is selected in step S211 (FIG. 10C). In this case, based on the normal mode rotation map in the D range of FIG. 10C, the reached input rotation speed is calculated from the throttle opening TVO and the vehicle speed VSP (step S230), and this subroutine is terminated.
Based on this, the target gear ratio is set, and the continuously variable gear is executed. When the answer in step S201 is negative and the answer in step S210 is positive,
At 212, a snow mode pattern is selected (FIG. 10).
(D)) In this case, the reaching input rotation speed is calculated based on the snow mode rotation map in the D range of FIG. 10D (step S230), and the shift control is executed, whereby the snowy road is obtained. For example, it is possible to improve start running performance on a low μ road.

Further, when the answer in step S201 is affirmative and the answer in step S210 is negative, that is, when the M mode SW 44 is ON and the SNOW mode SW 47 OFF
In step S221, a manual shift normal pattern is selected in step S221 (FIG. 10A). In this case, based on the manual mode rotation map shown in FIG. 10A, the target input shaft rotation speed is searched and the target gear ratio is set. As a result, the driver desires according to the first speed characteristics M1 to sixth speed characteristics M6. Manual gear shifting can be realized with a gear having a corresponding gear ratio.

When the answer to step S201 or step S210 is affirmative, that is, when the conditions of the M mode switch 44ON and the SNOW mode SW47ON are satisfied, the main parts of the program example control will be described below. Processing (steps S222 to S224)
Execute That is, in this example program,
In step S222, it is determined whether or not the target shift speed specified by the driver is two or more (see block 30 in FIG. 7).
1) If the answer is affirmative, the process skips step S223 and proceeds to step S224. If not, that is, if the designated shift speed is "1st speed", the target shift speed is set to 2nd speed in step S223. Proceed to S224.

Thus, when the process proceeds to step S224, a manual shift high gear pattern in which the characteristics are slid as shown in FIG. 10B is selected (FIG. 4A) (step S121). FIG. 10 (b)
Is a manual mode / snow mode rotation map set as a different map from the manual mode rotation map of FIG. 10A as an example applied to this case. The map data characteristics Ms2 to Ms6 for the 2nd to 6th speeds shown by the solid line in FIG. 10B are applied in this case, and are compared with those in the case of FIG. And the first-speed map data is not set, and the solid-line second-speed characteristic Ms2 is set to correspond to the original 1.5-speed characteristic. It has the characteristic of sliding to the lowest side.

Further, here, the characteristic Ms of the third speed indicated by the solid line is shown.
As shown in the figure, the characteristic Ms4 for the third and fourth speeds and the characteristic Ms5 for the fifth speed are also sequentially slid to the low side as compared with the original characteristic (dashed line characteristic), and the characteristic Ms4 for the sixth speed as indicated by the solid line.
The s6 is the same as the original characteristics, and the inter-stage ratio and the balance thereof after the third speed are properly considered, so that the whole is harmonized.

In this example of the program, the target speed of the input shaft is searched based on the set rotation map in the manual mode / snow mode, and the target speed ratio is set. As a result, the first speed is simply prohibited. It is possible to correct the target gear ratio more appropriately than that of
Based on the speed characteristics Ms2 to 6-speed characteristic Ms6, the first speed is prohibited, and in the second and higher speeds, a better manual shift can be realized with a corresponding gear ratio according to the characteristics. Therefore, in this manner, the same operation and effect as those of the [Second Embodiment] can be obtained, and higher responsiveness and higher compatibility can be ensured as compared with the case of simply prohibiting the first speed. As mentioned above, it is possible to secure the driving torque and prevent the slip from increasing.

[ Fourth Embodiment] In the above [Third Embodiment],
Although the characteristic is slid as shown in FIG. 10B, the present invention is not limited to this. Instead of sliding the low gear (for example, 1st to 3rd gear) to the high gear, FIG. , 10 may be realized. In this case as well, there is a similar effect to the above-described securing of the driving torque and the like, and the above-described first to fourth embodiments, including this example, have a common effect particularly in terms of making it difficult to generate a driving slip. However, since it is necessary to secure a certain amount of driving torque, and in the case of CVT, it is not possible to change the speed when the vehicle is stopped, the snow mode is turned off when starting.
Even if N, the vehicle starts at the normal first speed and shifts up immediately after the vehicle starts. Therefore, as an embodiment capable of preventing the promotion of slip when a slip occurs at the time of starting, the third embodiment is described. And the fourth embodiment can provide a preferable one. Therefore, the present invention may be implemented as in this example.

The present invention is not limited to the stepped transmission or the continuously variable transmission according to the first to fourth embodiments. For example, the number of shift speeds in the normal mode of the M mode function is not limited to the illustrated five speeds or six speeds. Further, for example, in the example of the program of FIG. 9, the limit value of the shift speed in steps S222 and S223 in FIG. 9 is 2nd speed, but this point is also mentioned in the second embodiment and the like. As you can see, you can do more
The third speed or the fourth speed may be used (although the shift speed is reduced by that amount, the present invention does not prevent implementation in such a manner). Further, the example in which the shift pattern is switched by the driver's operation has been described. However, the shift mode may be automatically switched to the snow mode by detecting the slip state of the drive wheels.

The contents described above can also be considered as the invention relating to the following shift control device for an automatic transmission. [1] transmission mode switching means for selectively switching between an automatic transmission mode and a manual transmission mode of the automatic transmission;
In a device having a shift pattern switching means for selectively switching a shift pattern from among a plurality of shift patterns, the shift pattern is further restricted by the driver to the maximum shift ratio to the minimum shift side when the manual shift mode is selected. If the shift pattern (snow mode) is selected,
A shift control device, wherein the lowest gear ratio is less than one speed when the vehicle is stopped, and the number of shiftable stages is reduced by one or more stages. [2] The stepped transmission or the continuously variable transmission according to the above item [1], wherein when the vehicle is stopped, the lowest shift speed is set to the second speed or more, and the number of shiftable speeds is reduced by one or more speeds. Transmission control device. [3] The above supplementary note, wherein when the vehicle is stopped, the lowest shift speed is set to the second speed or higher, at least downshifting to the lowest shift speed is prohibited, and the number of shiftable speed stages is reduced by one or more speeds. The shift control device for a stepped transmission or a continuously variable transmission according to item [1]. [4] When the vehicle is stopped, the lowest shift speed is set to the second speed or more, and the number of shiftable speeds is reduced by one or more speeds.
The shift control device for a continuously variable transmission according to the above item [1], wherein the target speed ratios of the respective speeds higher than the speed are corrected. [5] When the vehicle is stopped, the lowest shift speed is set to the second speed or higher, at least a downshift to the lowest shift speed is prohibited, and the number of shiftable speed stages is reduced by one or more speeds;
The shift control device for a continuously variable transmission according to the above item [1], wherein the target speed ratio of each of the second and higher speed stages is corrected.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of an embodiment of a transmission control device of the present invention. FIG.

FIG. 2 is a diagram illustrating an example of a basic configuration of a control system for a stepped A / T that can be applied.

FIG. 3 is a flowchart illustrating an example of a control program executed by an A / T controller in the example.

FIGS. 4A and 4B are characteristic diagrams for explaining a shift map of a stepped A / T that can be applied in the same example, in which FIG. 4A is a manual mode rotation map in a stepped automatic transmission, and FIG. A manual mode / snow mode rotation map for an automatic transmission, (c) shows a normal mode shift map for a stepped transmission, and (d) shows a snow mode shift map for a stepped transmission.

FIG. 5 is a diagram illustrating an example of a basic configuration of a control system for a CVT according to another embodiment of the present invention.

FIG. 6 is a diagram exemplifying a configuration of an applicable shift valve, a step motor, and the like in the same example.

FIG. 7 is a control block diagram of a CVT applicable in the example.

FIG. 8 is a diagram provided for explaining an example of a rotation map in the manual mode / snow mode in the same example.

FIG. 9 is a flowchart illustrating an example of a control program executed by a CVT controller in the example.

FIG. 10 is a characteristic diagram for explaining an applicable CVT shift pattern map and the like in the same example, in which (a) is a manual mode rotation map for a continuously variable transmission, and (b) is a twist map for a continuously variable transmission. A preferred rotation map in the manual mode / snow mode, (c) shows an example of a normal mode rotation map in the continuously variable transmission, and (d) shows an example of a snow mode rotation map in the continuously variable transmission.

[Explanation of symbols]

REFERENCE SIGNS LIST 1 engine 2 transmission 3 transmission output shaft 10 transmission control controller (stepped A / T controller, CVT controller) 21, 22, 23 shift solenoids A, B, C 26 step motor 31 throttle opening (TVO) sensor 32 vehicle speed (VSP) sensor 33 mode selection means 41 output shaft rotation sensor (vehicle speed sensor) 42 engine rotation sensor 43 inhibitor switch (SW) 44 manual mode switch (M mode SW) 45 up switch (UP SW) 46 down switch (DOWN) SW) 47 Snow mode switch (SNOW mode SW) 48 Power mode switch (Power mode SW) 231 Power roller 232 Trunnion 233 Shaft 234 Servo piston 235 Precess cam 236 Shift link 2 1 Shift control valve (hydraulic copying valve) 251A Spool 251B Sleeve 301 Gear stage determination block 302 Arrival input rotation calculation block 303 Gear ratio conversion block 304 Operating mode information input block 305 Time constant calculation block 306 Target gear ratio calculation block 307 Target gear ratio Limit (correction) block 308 Actual gear ratio calculation block 309 Torque shift compensation block 310 FB control block 311 i-step conversion block 312 Step motor output block

Claims (6)

[Claims] 1. A continuously variable transmission comprising: a shift mode switching unit for selectively switching between an automatic shift mode and a manual shift mode; and a shift pattern switching unit for selectively switching a shift pattern from among a plurality of shift modes. When the mode is selected and the shift pattern is selected to be a pattern in which the maximum gear ratio is limited to the minimum gear, at least the downshift to the lowest gear is prohibited. Transmission control device. 2. A stepped automatic transmission having shift mode switching means for selectively switching between an automatic shift mode and a manual shift mode, and shift pattern switching means for selectively switching a shift pattern from among a plurality of shift modes. When the shift mode is selected and the driver further selects a shift pattern in which the maximum gear ratio is limited to the minimum shift side, at least the downshift to the lowest gear is prohibited, and A shift control device for a transmission, wherein the number of possible steps is reduced by one or more steps. 3. When the vehicle is stopped, the lowest gear is set to two.
3. The shift control device for a transmission according to claim 1, wherein the speed is set to be higher than the speed, and the number of shiftable steps is reduced by one or more steps. 4. When the vehicle is stopped, the lowest gear is set to two.
3. The speed change control of the transmission according to claim 1, wherein the speed is set to be higher than the speed, at least a downshift to the lowest shift speed is prohibited, and the number of shiftable speeds is reduced by one or more speeds. apparatus. 5. When the vehicle is stopped, the lowest gear is set to 2
2. The shift control device for a transmission according to claim 1, wherein the shift speed is set to be higher than the speed, the number of shiftable stages is reduced by one or more stages, and the target speed ratio of each stage of the second speed or higher is corrected. 6. When the vehicle is stopped, the lowest gear is set to two.
The gear ratio is set to be higher than the speed, at least downshifting to the lowest gear is prohibited, and the number of gears that can be shifted is reduced by one or more, and the target gear ratio of each of the second and higher gears is corrected. A transmission control device for a transmission according to claim 1.