JPS60237258A - Speed change control device for automatic speed change gear for vehicle - Google Patents

Abstract

PURPOSE:To prevent to generate shock of speed change during running in constant speed by prohibiting the switching of speed change stage during running in constant speed. CONSTITUTION:In case constant speed running control is being effected in a constant speed running unit 30, an AD set signal is outputted out of the constant speed running unit 30, therefore, step is advanced to a step 12 and here it is decided whether a flag F is being set or not. When the flag F is not being set, present speed change stage is decided in the step 113 whether it is OD (overdrive) or not by the value of a shift memory SHM and in case it is any stage except OD, the step is advanced to the step 105 111, the speed change stage is selected immediately before inputting the AD set signal without changing the value of the shift memory SHM at all and it is processed that the signal is being memorized in the shift memory. Accordingly, the speed change stage is never switched.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field] The present invention relates to a shift control device for an automatic transmission used in a vehicle equipped with a constant speed traveling device.

[Prior art]

The constant speed traveling device sets a desired vehicle speed as a set vehicle speed and controls the opening degree of the throttle valve so as to maintain this set vehicle speed. Therefore, although the vehicle speed is maintained at a substantially constant vehicle speed,
The throttle opening varies depending on driving conditions such as road surface undulations.

On the other hand, in the drive (D) range, the shift control of the automatic transmission is performed by selecting the optimum gear position based on the vehicle speed and throttle opening at that time, for example, using a shift pattern as shown in Fig. 5. is now selectively controlled.

Therefore, during constant speed driving control, even if the vehicle speed is maintained constant, if the throttle opening changes, the gear position selectively controlled in the automatic transmission may change. for example,
Traveled 80 km on a undulating road with constant speed driving device activated.
/h, the throttle opening will be 80% on the uphill road, and conversely the throttle opening will be 40% on the downhill road.
When it reaches 0%, the gears selectively controlled in the automatic transmission will vary from OD (overdrive) to 3 on the uphill road.
Shifts down to speed, and on the descent road, it shifts from 3rd gear to OD.
The amplifier will be shifted to . In FIG. 5, the solid line pattern shows a shift amplifier pattern, and the broken line pattern shows a shift down pattern.

When downshift or upshift control is performed to change gears in an automatic transmission,
A slight shift shock is transmitted to the car body, making the ride uncomfortable. In particular, if the road has many ups and downs and downshifts and upshifts are repeated, the occupants may feel uncomfortable.

By the way, when the vehicle speed drops significantly below the set vehicle speed while driving at a constant speed, a system (hereinafter referred to as an OD cut system) that limits shift control so that OD is not selected regardless of the shift pattern in the automatic transmission. ) has also been developed and is used in some passenger cars. This system maintains the vehicle speed at the set vehicle speed by downshifting even when the shift control according to the shift pattern does not result in a downshift. It was developed for the purpose of increasing the number of gears, and switching gears will be performed more frequently.

Furthermore, even when the vehicle speed at that time is significantly lower than the set vehicle speed, the OD cut system as described above
The present applicant has also proposed a system in which OD cut is not performed when the vehicle speed is higher than a predetermined vehicle speed (Japanese Patent Application No. 56-214983). but,
Although this system also reduces the frequency of gear shifts that are now frequently performed by the OD cut system, it cannot also reduce the number of gear shifts that are performed according to a shift pattern independent of the OD cut system.

[Purpose of the invention]

In view of such conventional problems, an object of the present invention is to prevent the gear shift from being performed while driving at a constant speed. The goal is to prevent shock from occurring.

[Structure of the invention]

The structure of the present invention for achieving this object will be explained with reference to FIG.

In a shift control device for an automatic transmission used in a vehicle equipped with a constant speed traveling device, a vehicle speed sensor detects the vehicle speed, and an engine load sensor detects a value representative of the engine load. In addition, the gear selection means stores in advance a gear shift pattern that determines the gear to be selected using the vehicle speed and engine load as parameters, and uses the vehicle speed and engine load data detected by the vehicle speed sensor and the engine load sensor to The gear position defined in the shift pattern is read and set as the gear position to be selected.

On the other hand, the constant speed traveling determining means determines whether the constant speed traveling device is in operation, and the shift hold means determines whether the constant speed traveling device is in operation when the constant speed traveling determining means determines that the constant speed traveling device is in operation. The gear position currently selected by the gear position selection means is fixed as the subsequent gear position.

The drive means drives the shift control actuator in the automatic transmission so as to realize the gear selected by the gear selection means and the shift hold means.

As a result, while constant speed driving is not being performed, a gear position is selected based on the vehicle speed and engine load detected by the vehicle speed sensor and engine load sensor, and the gear position is achieved by the drive means. The gear position is changed, but after the constant speed running determination means determines that the vehicle is running at a constant speed, the gear position is fixed and the gear position is not changed.

〔Effect of the invention〕

According to the present invention, even when driving on a road with undulations, the gear position is not changed while driving at a constant speed, so there is no shift shock caused by changing the gear position, and while driving at a constant speed, the gear position is not changed. You can get a comfortable ride.

〔Example〕

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

FIG. 2 is a system configuration diagram of one embodiment, in which 10 is an automatic transmission, 20 is a speed change control circuit, and 30 is a constant speed traveling device. The automatic transmission IO enables four-speed shifting from 1st speed to OD (overdrive) as shown in Table 1 by combining energization and de-energization of two solenoid valves 13 and 14 that form actuators.

The solenoid valve 15 in Table 1 is energized or de-energized,
It performs lock-up control. The automatic transmission 10 also includes a vehicle speed sensor 11 and a shift position sensor 1.
2, the vehicle speed sensor 11 detects the rotation speed of the output shaft (not shown) of the automatic transmission lO to detect the vehicle speed, and the shift position sensor 12 detects the rotation speed of the output shaft (not shown) of the automatic transmission lO. This is to detect the operating position of the

40 is a throttle sensor that detects the opening degree of a throttle valve (not shown), and constitutes an engine load sensor in the present invention.

Signals from the vehicle speed sensor 11, shift position sensor 12, and throttle sensor 4o are input to the shift control circuit 20, and the shift control circuit 2o is connected to the solenoid valve 13.
．． 14.15 drive signals are output. Two signals are also input to the speed change control circuit 20 from the constant speed traveling device 30, one being an AD upper set number and one being an OD cut signal. The AD upper set number is a signal indicating that the constant speed traveling device 3o is performing constant speed traveling control, and the OD cut signal is a signal indicating that the current vehicle speed is significantly lower than the set vehicle speed in the constant speed traveling device 3o. , is a signal indicating that the difference between both vehicle speeds has exceeded a predetermined value.

Note that the AD upper set signal and the OD cut signal can be multiplexed and placed on a single wire in order to simplify the wiring structure.

FIG. 3 shows an example of the speed change control circuit 2o. In this case, the speed change control circuit 20 includes a microcomputer 21.
and input/output (I10) circuits 22 and 23. The input signal to the shift control circuit 2° is input to the I10 circuit 22, and the output signal from the shift control circuit 20 is output from the I10 circuit 23.

The vehicle speed sensor 11 generates a pulse signal whose frequency is proportional to the vehicle speed. When this pulse signal is input to the I10 circuit 22, it becomes an interrupt request signal to the computer 21, and the computer 21 processes the interrupt. According to the request, the period of the pulse signal is measured based on the clock pulse in the computer 21 by an interrupt processing routine activated. Further, the throttle sensor 40 outputs the throttle opening degree as a 3-bit signal, and also outputs an idle signal indicating whether or not the throttle valve is in a fully closed state. Of the six operating positions R%N1D, S, and L, a signal representing the S position and a signal representing the L position are output. These throttle sensors 40. Signals from the shift position sensor 12 and the constant speed traveling device 3o are taken into the computer 21 according to instructions from the computer 21.

On the other hand, a signal is output from the computer 21 to the I10 circuit 23 corresponding to the gear stage to be selected, and the signal is converted into an energization/de-energization signal for the solenoid valves 13 and 14. The output signal indicating whether to perform lock-up is converted into a signal for energizing or de-energizing the solenoid valve 15.

4th FI! J indicates the program content of the main processing routine of the computer 21, and hereinafter, the operation of the embodiment will be explained according to this program content.

When the main processing routine is started, first, step 1 is executed.
At 01, initialization processing of the computer 21 is performed. Next, in step 1.degree. 2, vehicle speed calculation is performed. Here, the requested vehicle speed data is calculated by calculating the reciprocal of the cycle of the pulse signal of the vehicle speed sensor 11 determined in the above-mentioned interrupt processing routine.
Processing is performed to be stored in the memory within the computer 21, and then in step 103, signals from the throttle sensor 40 and shift position sensor 12 are input,
In step 104, a signal from the constant speed traveling bag W30 is input. These signals are also stored in memory within computer 21.

In step 105, it is determined whether the AD upper set number is input from the constant speed traveling device 3o.

If the constant speed traveling control is not currently being performed in the constant speed traveling device 30 and the AD upper set number has not been input, a negative determination is made in step 105 and the process proceeds to step 106, where the flag F, which will be described later, is set. is reset. Next, the process proceeds to steps 107 and 108, where shift point setting and shift processing are performed. In step 107, the downshift vehicle speed and shift amplifier vehicle speed are calculated based on the shift position and throttle opening stored in the memory, as well as the currently set gear stage.

In other words, when the signal representing the S range is output from the shift position sensor 12, the shift pattern for the S range as shown in FIG.
If the signal representing the range is output, the shift pattern for the L range as shown in Fig. 7, the signal representing the S range, if the signal representing the range is not output, the shift pattern for the 5th range is used.
Using the shift pattern for the D range as shown in the figure, the downshift vehicle speed and shift amplifier vehicle speed are determined from the currently set gear stage and the throttle opening detected by the throttle sensor 40.

In addition, in FIGS. 5 to 7, solid lines indicate shift amplifier patterns, and broken lines indicate shift down patterns. For example, if you are currently driving in 3rd gear in D range and the throttle opening is 60%, based on the shift pattern shown in Figure 5, the downshift vehicle speed is 34 km/h and the upshift vehicle speed is 92 km/h. It will be done.

Further, in step 108, the downshift vehicle speed and shift up vehicle speed determined in step 107 are compared with the current vehicle speed stored in the memory, and if the current vehicle speed is smaller than the downshift vehicle speed, the currently set vehicle speed is If the current vehicle speed is higher than the shift amplifier vehicle speed, the currently set gear is shifted up, and the current vehicle speed or shift-down vehicle speed and shift-up vehicle speed are changed. When the gear position is between 1 and 2, processing is performed to maintain the currently set gear position. In this case, a predetermined location in the memory of the computer 21 is used as a shift memory SHM, and the currently set gear stage is stored in the shift memory SHM. Therefore, a downshift process is to decrease the value in the shift memory SHM by one step, and an upshift process is to increase the value in the shift memory SHM by one step. Of course, when maintaining the current gear position, the shift memory SHMO value is neither increased nor decreased.

Next, in step 109, lockup processing is performed. This lockup process is performed in steps 107 and 108.
This process is similar to the process for selecting the gear stage explained in , and it is determined whether or not lock-up pattern should be used instead of the shift pattern shown in Figs. 5 to 7 to perform lock amplification. It is something to do.

In step 110, the solenoid valves 13 to 13 are adjusted to achieve the gear position and the presence or absence of lockup determined in steps 107, 108 and 109.
15 outputs a signal for energizing or de-energizing. For example, as a result of the processing in steps 107 and 108, when the shift memory SHM is set to a value corresponding to 3rd gear, as is clear from Table 1 above, the solenoid valve 13 is de-energized and the solenoid valve 13 is de-energized. A signal for energizing the valve 14 is output from the I10 circuit 23.

Further, as a result of the process in step 109, when it is determined that lock-up is to be performed, a signal for energizing the solenoid valve 15 is output from the I10 circuit 23.

In step 111, diagnosis and -system processing is performed for each sensor 11.12.40. Solenoid valve 13~
15 or the speed change control circuit 20, and if a failure has occurred, emergency measures are taken. After step 111 is processed, the process returns to step 102, and the process during this time is repeatedly executed.

By the way, when the constant speed traveling control is performed in the constant speed traveling device 30, since the AD cent signal is output from the constant speed traveling device 30, an affirmative determination is made in step 105, and the process proceeds to step 112, where , flag F (described later)
Determine whether or not is set. If flag F is not set, a negative determination is made in step 112;
Proceeding to step 113, it is determined whether the current gear position is OD based on the shift memory SHMO value. Now, if the shift memory SHMO value represents OD, an affirmative determination is made in step 113 and step 11 is performed.
The process advances to step 4, where it is determined whether or not an OD cut signal is input.

If the current vehicle speed is significantly lower than the set vehicle speed in the constant speed traveling device 30 and the difference is greater than a predetermined value, the OD cut signal has been input, so step 11 is performed.
4 is affirmatively determined, and in step 115, the shift memory SHMO value is set to a value corresponding to 3rd gear, and
It is recorded that the OD cut has been performed by setting the flag F to "l". In this way, once the OD cut is performed, flag F is set, so step 112
is determined to be affirmative, and the process proceeds to step 114 without processing step 113. While the OD cut signal is being input, the shift memory SHMO value is set to a value corresponding to 3rd speed by the processing of step 115, and step 113 is not performed. 109
-111, the gear position is maintained at 3rd speed.

When the gear stage is set to 3rd speed and the vehicle is accelerated, and the OD cut signal is no longer input, a negative determination is made in step 114, so in step 116, the value in the shift memory SHM is again set to the value corresponding to oD. and flag F is reset to rOJ. Therefore, after that, the steps 109 to 111 are executed to set the gear position to OD and return to the original state. And then again O
As long as the D cut signal is not input, the gear position is maintained at OD through the process of step 116. Note that if the constant speed traveling control of the constant speed traveling device 30 is canceled and the AD upper set number is no longer input before the OD cut signal disappears, a negative determination will be made in step 105 and the process will proceed to step 106. Here, the flag F that remembers that the OD cut signal is input is reset,
It will be returned to its original state.

On the other hand, if the AD upper set number is input, the flag F is reset, and the shift memory SHMO value is a value other than OD, an affirmative determination is made in step 105, and step 112.1
13 is judged as negative, so Step 7 105.112
．． 113. Proceeds from 109 to 111 and shifts memory SHM
It is assumed that the O value is not changed at all, and the gear position is selected immediately before the AD upper set number is input and is stored in the shift memory SHM.

In other words, during constant speed driving when the AD upper set number is input, unless the OD cut signal is input by the processing in steps 112 to 116, the gear stage will not be changed regardless of the vehicle running condition, and the constant speed will not be changed. It is possible to ensure a good ride comfort without giving a shift shock to the vehicle body while driving.

In addition, in the flowchart of FIG. 4, step 10
The process of step 7.108 corresponds to the gear selection means of the present invention, the process of step 105 corresponds to the constant speed running determination means of the present invention, and the processes of steps 112 to 114.
Corresponding to the shift hold means of the present invention, step 110
The processing corresponds to the driving means of the present invention.

Although specific embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and includes various embodiments within the scope of the claims. For example, the present invention is also applicable to systems that do not include an OD cut system. If the OD cut system is not provided, step 10 in FIG.
6. Each step from 112 to 116 is unnecessary, and if an affirmative determination is made in step 105, the process directly proceeds to step 109 without performing any processing.

When step 105 is answered in the affirmative, the process of bypassing the processes of steps 107 and 108 corresponds to the shift hold means of the present invention.

[Brief explanation of drawings]

FIG. 1 is a complaint correspondence diagram, FIG. 2 is a system configuration diagram of an embodiment of the present invention, FIG. 3 is a block diagram showing the speed change control circuit of FIG. 2, and FIG. FIGS. 5 to 7 are flowcharts showing the program contents of the computer shown in FIG. 1 (1-------Automatic transmission 11---Vehicle speed sensor 12--Shift position sensor 13.14.15--Solenoid valve (actuator) 20.---Speed change Control circuit 30 --- Constant speed traveling device 40 --- Throttle sensor (engine load sensor) Applicant: Toyota Motor Corporation

Claims (1)

[Claims] 1. A shift control device for an automatic transmission used in a vehicle equipped with a constant speed traveling device that controls the opening of a throttle valve so as to maintain a desired vehicle speed as a set vehicle speed. There is a vehicle speed sensor that detects vehicle speed, an engine load sensor that detects a value representative of engine load, and a shift pattern that determines the gear stage to be selected using vehicle speed and engine load as parameters, which is stored in advance. a gear selection means that reads a gear gear determined in the gear shift pattern based on both vehicle speed and engine load data detected by a vehicle speed sensor and an engine load sensor, and selects the gear gear to be selected; and a constant speed traveling device is in operation. a constant-speed running determination means for determining whether or not the constant-speed running device is in operation; A shift hold means for fixing the subsequent gear, and a drive means for driving a shift control actuator in the automatic transmission so as to realize the gear selected by the gear selection means and the shift hold means. A speed change control device for an automatic transmission for a vehicle, characterized in that: