JPS6011768A - Speed change control method for electronic automatic speed change gear - Google Patents

Abstract

PURPOSE:To enable shift-up operation even at the time of changing the running range by selecting the highest step as the optimum speed change step on detecting a change from the low-speed running range to the high-speed running range. CONSTITUTION:A processor 9a compares a selection signal SP with a running range SP0 detected one cycle previously and stored in RAM9e. If SP>SP0, a change to the high-speed range is discriminated to compare a car velocity V and a shift down boundary speed V2d, and when V>=V2d, the optimum speed change step G0 is the third speed. The processor 9a compares the optimum speed change step G0 with the present speed change step GP, and if G0<GP, it is possible to perform shift-up operation. Accordingly, a speed change gear actuator 5 is driven to control the speed change gear 6 to be shifted to the optimum speed change step G0.

Description

DETAILED DESCRIPTION OF THE INVENTION (Prior Art) In recent years, automatic transmissions have been widely used to facilitate vehicle driving, and electronic automatic transmissions have also been developed.

This electronic automatic transmission is configured to control the transmission based on the relationship between the vehicle speed and the amount the accelerator pedal is pressed. The system detects this, searches the shift map, selects the optimal gear, and controls the transmission to perform the gear change operation.

On the other hand, the driver can specify various driving ranges by operating the selector. For example, it is possible to specify three driving ranges, ``■'', F2j, and 1rDj, using the select lever, and driving range ``1'' is 1.
Only the speed is selected, and automatic shifting of 1st and 2nd speeds is performed in driving range 2j, and automatic shifting of 1st, 2nd, and 3rd speeds is performed in driving range FDj.

In order to perform such automatic shifting of multiple driving ranges,
Shift map for driving range F 2 j shown in Figure 1'(A), driving range rDj shown in Figure 1 CB)
A shift map is provided for this purpose. This shift map has vehicle speed on the horizontal axis and accelerator pedal depression amount on the vertical axis, and shows the distribution of optimal gears by a solid line for shift-up boundaries and a dot-dash line for shift-down boundaries. This upshift boundary line is determined based on engine and vehicle performance in order to maintain acceleration torque.

In such a transmission having multiple driving ranges, when starting, the driving range fIJ, which is the low speed range, is specified to obtain sufficient acceleration, and thereafter, the driving range FD, which is the high speed range, is specified.
The driver can obtain the driving state desired by specifying J. A forced downshift to / will change the driving range to fD.
This can be done by changing from j to F2J or flj. However, it is not always possible to open the shift door according to the driver's will. That is, the driving range is changed from Flj 'b' to F2j, and then to I'2. f
Even if the gear is changed from f to ]'Dj, the transmission may only change from 1st gear to 2nd gear and not shift up to 3rd gear.

%'y To explain with a diagram, the driving range is changed from Flj to 1
After changing to r2j and shifting up to 2nd gear, even if you accelerate to point B in Figure 1 (A) and further changing the driving range to 1lDj, the gear will not shift up to 3rd gear as shown in Figure 1 CB). If you don't accelerate to the 0 point on the boundary line, you won't be able to shift to 3rd gear. Therefore, even if the driving range is changed to 1rDj, which is a high speed range, the gear position remains at 2nd speed for a while, and then changes to 3rd speed. This is because, as described above, the shift-up boundary line is determined to maintain acceleration torque.

On the other hand, when a driver wants to drive at a medium constant speed with low engine speed, low fuel consumption, and low noise, there is a desire to shift up to third gear by changing to the aforementioned driving range FDj without requiring acceleration torque.

However, with conventional automatic transmission control methods, even if the driving range is changed to fDj, the engine speed remains in 2nd gear as mentioned above, so the engine speed does not decrease, resulting in low fuel consumption and low noise operation. was there.

(Object of the Invention) An object of the present invention is to provide a shift control method for an electronic automatic transmission that allows upshifting when changing from a low speed range to a high speed range.

(Egg of the invention, main point) In the present invention, the electronic control device selects the optimum gear stage according to the vehicle speed and the amount of accelerator pedal depression according to the shift button corresponding to the specified driving range from the select lever for changing the driving range, When controlling the gear shift of a transmission, when the electronic control unit detects a change by the select lever from a low-speed range to a high-speed range, it selects the highest gear selectable from the vehicle speed and the amount of accelerator pedal depression in the shift map for the high-speed range. is selected as the optimum gear.

That is, in the shift map, there is an optimal gear for upshifting and an optimal gear for downshifting, and since the two optimal gears can be selected for a certain vehicle speed and accelerator pedal depression amount, in the present invention, from the low speed driving range to When changing to a high-speed driving range, the highest gear is selected as the optimum gear, and an upshift is forced.

(Embodiment) FIG. 2 is a block diagram of an embodiment for realizing the present invention. In the figure, 1 is an engine, which includes a throttle valve that controls the amount of intake gas (air or mixture). Yes, and equipped with a flywheel 1a. 2 is the clutch body, which consists of a well-known friction clutch and a release lever.
2a and 3 are clutch actuators whose piston rods 3a drive the release lever 2a in order to control the amount of engagement of the clutch body 2. 4 is a hydraulic mechanism, and 5 is a transmission actuator, which will be described later. Reference numeral 6 denotes a synchronized mesh transmission, which is driven by a transmission actuator 5 to perform speed change operations, and an implant I connected to the clutch 2.
- Equipped with a shaft 6a, an output shaft (drive shaft) 6b, and a gear position sensor 6C that detects the gear position (gear position).

7 is a select lever, operated by the driver,
NJ range (neutral position), "Dj cylinder automatic shift"
, FIJ range (l speed), ff2J range (l, 2
It is possible to select each driving range of automatic speed change) and ffRj range (reverse) by the lever position, and a selection signal SP indicating the selected driving range is outputted by the select sensor 7a.

8a is a rotation sensor for detecting the rotation speed of the input shaft 6a, 8b is a vehicle speed sensor,
A device for detecting vehicle speed from the rotation speed of the drive shaft 6b, 1
0 is an engine rotation sensor that detects the rotation speed of the engine 1 by detecting the rotation speed of the flyhole 1a. 9 is an electronic control device composed of a microcomputer, and includes a processor 9a that performs arithmetic processing;
A read-only memory (ROM) 9b that stores a control program for controlling the transmission 6 and the clutch 3, an output boat 9C, an input boat 9d, and a random access memory (RAM) 9e that stores calculation results and the like. It is composed of an address/data bus (BUS) 9f that connects these. The output boat 9c is connected to the clutch actuator 3, the hydraulic mechanism 4, and the transmission actuator 5, and receives drive signals CDV, PDV, and ADV to drive these.
Output.

On the other hand, the input capo) 9d has various sensors 6c, 7a, 8a.
, 8b, 10, and an accelerator pedal and a brake pedal, which will be described later, and receive detection signals from these pedals. 11 is an accelerator pedal, which has a sensor lJ,a (potentiometer) that detects the amount of depression of the accelerator pedal 11, and 12 is a brake pedal, which has a sensor 12a (potentiometer) that detects the amount of depression of the brake pedal 12. tension meter or switch).

Figure 3 shows the aforementioned clutch and transmission actuator 3.5.
, is a configuration diagram of the hydraulic mechanism 4, in which T is a tank, P hydraulic pressure is a pump, and Vl is an on-off valve, which constitute the hydraulic mechanism 4.

The clutch actuator 3 includes a cylinder 33, a piston 31, and a piston rod 3 whose one end is connected to the piston 31 and whose other end is connected to the release lever 2a of the clutch 2.
1a (3a), and the chamber 33a communicates with the pump P (via the on-off valve Vl) via the on-off valve V2, and the tank T via the on-off valve 3 and the pulse-controlled on-off valve v4. Communicate. Note that the chamber 33b is always connected to the tank T.
It is piped so that it communicates with the side. Note that 34 is a position sensor that detects the position of the piston rod 31a and outputs the engagement amount of the clutch 2. Therefore, when the on-off valve V2 is opened by the drive signal CDV1, the oil pressure is applied to the chamber 3.
3a, the piston 31 moves to the right, the clutch is turned off, and the drive signal CDV2. When the on-off valves v3 and v4 are opened by CDV3, the oil pressure in the chamber 33a is released and the piston 31 moves to the left] 7. Clutch 2
Turn on. Since the on-off valve V4 is pulse-driven by the drive signal CDV3, the clutch 2 is gradually turned on (closed).

Further, the transmission actuator 5 includes a select actuator 50 and a shift actuator 55.

This select and shift actuator 50 and 5
5 is configured to be able to stop in 3 positions,
It consists of stepped cylinders 53 and 58, first pistons 51 and 56, and second pistons 52 and 57 that fit with the first pistons, and the rods 51a and 56a of the first pistons are not shown. It is engaged with an internal lever of the transmission 6. Both actuators 50 and 55 are in the neutral state shown when hydraulic pressure is applied to both chambers 53a, 53b and 58a, 58b of their stepped cylinders 53 and 58, respectively.
When hydraulic pressure is applied to chambers 53b and 58b, the first pistons 51 and 56 move to the right in the figure together with the second pistons 52 and 57, and when hydraulic pressure is applied to chambers 53b and 58b, respectively, the first pistons 51 and 56 move to the right in the figure. Only 56 moves to the left in the figure. The chambers 53a and 53b of the select actuator 50 communicate with the pump P (via the on-off valve v1) or the tank T via flow path switching valves 5 and 6, respectively. Further, the shift actuator 55 also communicates the chambers 58a and 58b with the pump P (via the on-off valve 1) or the tank T via the flow path switching valves v7 and 7, respectively.

Therefore, in the state shown in the figure, the transmission 6 is in a neutral state, and the drive signal ADV4 switches the flow path switching valve v7 to the pump P.
On the other hand, when the flow path switching valve 7 is communicated with the tank T side by the drive signal ADV3, the transmission becomes 4th speed. When there is a shift signal from the 4th speed state to the 5th speed, first the drive signals ADV3 and ADV4 are used to control the flow path switching valve 7 and ■7.
By communicating with the pump P side, the shift actuator 55 is returned to the neutral state shown. Next, drive signal ADVI
, the flow path switching valve v6 is moved to the pump P side, and the drive signal ADV is
2, the flow path switching valve V5 is communicated with the tank T side, and the select actuator 50 is operated to the fifth speed-reverse select position. Next, the drive signal ADV3 connects the flow path switching valve 7 to the pump P side, the drive signal ADV4 connects the flow path changeover valve V7 to the tank T side, and the shift actuator 5
5 to the 5th speed position to shift the transmission to $5 speed.

In this way, the drive signals ADVI, ADV2 and ADV3
．． ADV44. : More flow path switching valve v6. v5 and 7 days
, v7, and alternately actuating the select actuator 50 and the shift actuator 55, it is possible to perform a shift operation to each gear stage.

Next, the operation of the configuration shown in FIG. 2 will be explained.

■First, select lever 7 is operated to the Flj range, and “
1" range selection signal SP is input from the position sensor 7a (input port) 9d, the processor 9a outputs the BUS 9
It is read through f and stored in RAM 9e as SPo. Next, the processor 9a outputs a drive signal ADV to the transmission actuator 5 from the output port 9c to drive the transmission actuator 5 and shift the transmission 6 to the first speed.

■The processor 9a receives the selected gear signal GP from the gear position sensor 6c via the input boat 9d, detects that the transmission 6 has been shifted to 1st speed, and sends this signal to the RAM 9e.
Store in.

Next, the processor 9a detects the accelerator pedal sensor 11a.
In response to the signal, the clutch drive signal CDV is output to port 9.
c to the clutch actuator 3, the clutch actuator 3 gradually moves the piston rod 3a to the left, and gradually drives the release lever 2a to the left. As a result, the engagement amount of clutch 2 changes,
The clutch 2 changes from a disengaged state to a half-clutch state and then to an engaged state. This causes the vehicle to start.

(2) From then on, the optimum gear stage is determined in accordance with the vehicle speed V, the amount of depression of the accelerator pedal AP, and the selection signal SP of the selector lever 7, and the gear shifting operation is executed.

This will be explained using the processing flow diagram of one embodiment according to the present invention shown in FIG. Incidentally, the part surrounded by the dotted line in FIG. 4 is the part according to the present invention.

(a) First, the processor 9e detects the current gear position GP of the transmission 6 from the gear position sensor 6C via the manual boat 9d, and stores the gear position GP in the RAM 9e. Similarly, a detection pulse WP from the vehicle speed sensor 8b is periodically received from the input port 9d, and the processor 9a periodically calculates the vehicle speed V and stores it in the RAM 9e.

(b) Next, the processor 9a detects the depression amount AP from the sensor lla of the accelerator pedal 11 via the input port 9d, and stores it in the RAM 9e. And processor 9a
is the shift-down boundary speed Vi corresponding to the depression amount AP.
d (i=1.2) and shift-up boundary speed V ju
Calculate (i=2, 3). To explain using the shift map in FIG. 1(B), if the amount of depression is APo, downshifting to 1st gear, 2nd gear, 2nd gear',
Speed on the shift-up boundary line to 3rd gear v1 d, V2
Calculate d, V2 u, and V5 u. For the sake of simplicity, it is assumed that the shift door amplifier and downshift boundary lines of the shift map for the driving range r2J are the same as those of the shift map for the driving range rDJ for automatic shifting of speeds 1, 2nd, and 3rd. These calculated boundary velocities v1d, V2d, V
2 u and V5 u are stored in the RAM 9e.

(C) Next, a selection signal SP indicating the selection range of the selector lever 7 is received from the input capo 9d, and the processor 9a discriminates this. If the travel range SP is flJ, the processor 9a determines the shift-up boundary speed V of the RAM 9e.
2 u, V5 Rewrite u to the maximum vehicle speed (=300km), making it impossible to shift to 2nd or 3rd gear. Further, when the processor 9a determines that the travel range SP is F2j, the RAM
9e shift-up boundary speed V5 Only the maximum vehicle speed (
= 300km), making it impossible to shift to 3rd gear. Furthermore, the processor 9a sets the travel range SP to "DJ".
If it is determined that this is the case, each boundary speed in the RAM 9e is not rewritten.

Therefore, as shown in Figure 1 (A) in the driving range F2j and as shown in Figure 1 (B) in the driving range Dj, the shift is in RAM.
Formed within 9e.

(d) Next, the selection signal SP is detected 1-period earlier and R
Driving ranges S and P stored in A%9e.

Compare with. Then, if the currently detected travel range SP and the previous travel range SPo are equal, step (f)
Proceed to the normal optimum gear position determination route below.

(e) Conversely, if SP and SPo are different, it means that a change in the driving range has been instructed, and the processor 9a again changes the previous driving range SPo and the current driving range SP.
It is determined whether the change in driving range is from a low-speed driving range to a high-speed driving range. If the relationship between each driving range is ffDj > F2j > Flj, it will be determined that the change to the high speed range occurs when SP>SPo, and the process will proceed to the optimum gear position determination route according to the present invention, which will be described later.
Otherwise, the process proceeds to the normal optimum gear position determination route described below.

(f) First, the processor 9a rewrites the running range SPo in the RAM 9e to the currently detected running range SP in order to compare the next running range. And processor 9a
In step (a), the vehicle speed V stored in the RAM 9e is compared with the shift-down boundary speed ■1d to 1st gear stored in the RAM 9e. The vehicle speed V is the boundary speed V, d
If it is below, the optimum gear position Go is set to 1 (1st speed) and the process proceeds to step (h).

(g) Conversely, if the vehicle speed V is equal to or higher than the boundary speed 716, the vehicle speed V
and the shift-down boundary speed V2d to the second gear stored in the RAM 9e. Vehicle speed V is boundary speed V2'd
If it is below, the optimum gear position GO is set to 2 (2nd speed).

(h) Next, the processor 9a compares the optimum gear position GO selected in step (f) or (g) with the current gear position (current gear position) GP stored in the RAM 9e.

Steps (f) and (g) above are the determination route for downshifting, so if the current gear position GP is higher than the optimum gear position GO, that is, if GP>Go, it is determined that downshifting is possible and the process proceeds to step (m). move on. On the other hand, in the opposite case, GP≦Go
Well, since it's not a downshift, move on to the next step.

(i) If V≧V2d in step (g) and GP≦Go in step (h), it is not shift town, and the process proceeds to the determination of upshift. That is, Prosensor 9e
compares the vehicle speed ■ with the shift-up boundary speed V5u to third gear stored in the RAM 9e. Vehicle speed V is boundary speed V3
If d3d, the optimum gear position GO is set to 3 (3rd speed) as a shift up to 3rd speed, and the process proceeds to step (k).

(j) Conversely, if the vehicle speed V is below the boundary speed Vgu, the processor 9a shifts to the second gear stored in the RAM 9e!・Compare with up boundary speed WiV2u. If the vehicle speed V is equal to or higher than the boundary speed V2u, the optimum gear position GO is set to 2 (2nd speed) as an upshift to 2nd speed.

(k) Next, the processor 9a selects the optimum gear G0 selected in step (i) or step (l) and the RAM
9 Compare with the current gear position GP stored in e. The optimum gear position Go is higher than the current gear position GP, that is, Go
> GP, it is determined that upshifting is possible and the process proceeds to step (m).

(S) On the other hand, if Go≦GP, upshifting is not possible, so the current shift operation is not performed and ends, as in the case where upshifting is not possible when v≦V2u was determined in step (j).

(m) When it is determined that a downshift is possible in step (h) or that an upshift is possible in step (k), the above-mentioned steps are performed to control the transmission 6 to the optimum gear GO selected in each step. Drive the transmission actuator 5 in the same manner as in (2).

(n) Next, if it is determined in the above-mentioned step (e) that the change to the high speed range is to be made, the process proceeds to the optimum gear position determination route according to the present invention.

That is, similar to step (j), the processor 9a uses RA
M 9 e's driving range SPo is detected this time and range SP
Rewrite it as .

Next, the processor 9a compares the vehicle speed ■ with the downshift boundary speed V2d stored in RA and M9e, and determines the possibility of upshifting. That is, in the present invention, when changing from a low speed range to a high speed range, the downshift boundary speed is used to determine whether to shift up.

Based on this comparison, the processor 9a determines that the vehicle speed V is the boundary speed V.
If it is 2d or more, the processor 9a sets the optimum gear position GO to 3 (3rd speed) and proceeds to step (P).

(o) Conversely, if the vehicle speed V is below the boundary speed V2d, the processor 9a compares the vehicle speed V with the downshift boundary speed v1d stored in the RAM 9e. According to this comparison, if the vehicle speed V is equal to or higher than the boundary speed V, d, the optimum gear position Go is set to 2 (second gear), and conversely, if the vehicle speed V is equal to or lower than the boundary speed V1d, the optimum gear position Ro is set to 1 (1st gear). speed).

(p) Furthermore, the processor 9a compares the optimum gear position Go set in step (n) or (o) with the current gear position GP stored in the RAM 9e, and determines the optimum gear position Go.
If the gear position is higher than the current gear Go, that is, Go>GP, it is possible to shift up, and the process proceeds to step (m) described above, where shift control is performed. Conversely, if GO≦GP, upshifting is not possible and the process ends at step (9) described above.

In this way, in the present invention, the previous driving range and the current driving range are compared, and in cases other than changing to a high speed range (changing to a low speed range or maintaining the same range), downshifting and upshifting are performed. The optimum gear position is selected at the normal boundary speed, and when changing to a high speed range, the optimum gear position for the shifted annive is selected based on the downshift boundary speed.

(Effects of the Invention) As explained above, according to the present invention, in an electronic automatic transmission, when a change from a low speed range to a high speed range by the select lever is detected, selection in the shift map of the high speed range is possible. Since the highest gear is selected as the optimum gear, when the driver wants to shift up, he can forcibly shift up by making a select change to the high-speed driving range. Therefore, it is possible to achieve low engine rotation according to the driver's will, achieve low fuel consumption and low noise, and allow the automatic transmission to perform gear shifting operations comparable to a manual transmission. Moreover, automatic gear shifting operations within the same range that require accelerating torque can be carried out in the same manner as in the prior art, and there is no fear that the accelerating torque will be insufficient. Although the present invention has been described with reference to one embodiment, various modifications can be made within the scope of the present invention, and these are not excluded from the scope of the present invention.

[Brief explanation of the drawing]

Fig. 1 is an explanatory diagram of a shift map for explaining automatic shift operation, Fig. 2 is a block diagram of an embodiment for realizing the present invention, Fig. 3 is a block diagram of main parts in the configuration shown in Fig. 2, and Fig. 4 1 is a process flow diagram for determining an optimum gear position according to an embodiment of the present invention; FIG. In the figure, 6...transmission, 7...selector lever, 8b...
...Vehicle speed sensor, 9...Electronic control unit, ll...Accelerator pedal.

Claims (1)

[Claims] An electronic automatic transmission in which the electronic control unit selects the optimum gear position according to the vehicle speed and the amount of accelerator pedal depression, and controls the transmission according to the shift map corresponding to the specified driving range from the select lever used to change the driving range. In the shift control method, when the electronic control device detects a change from the low speed range to the high speed range by the select lever, the highest gear selectable from the vehicle speed and the amount of accelerator pedal depression is selected in the shift map of the high speed range. The present invention relates to a shift control method for an electronic automatic transmission that determines the optimum shift stage based on the vehicle speed and the amount of accelerator pedal depression and automatically controls the transmission, and particularly relates to a shift control method for an electronic automatic transmission, in which the optimum shift stage is determined from the vehicle speed and the amount of accelerator pedal depression. c7) Shift control method for electronic automatic transmissions that can forcibly shift up according to one's will (
related to.