JPS604667A - Electronic-control automatic speed change system - Google Patents

Abstract

PURPOSE:To improve riding comfortableness and specific fuel consumption by regarding a car as a light load state with the higher acceleration at acceleration and with the lower deceleration at deceleration and making shift changeover control, the load state considered. CONSTITUTION:At the time of acceleration, with the higher acceleration is, at L1 lower than L0, shift-up operation is performed, and at the time of deceleration, with the lower deceleration, at L2' higher than L0, shift-down operation is performed. In this arrangement, a shift changeover control can be made according to the load state of a car. Accordingly, riding comfortableness and specific fuel consumption can be improved.

Description

[Detailed description of the invention] Technical field of invention The present invention relates to an electronically controlled automatic transmission system.

BACKGROUND ART Conventionally, electronically controlled automatic transmission systems have been known that automatically and electronically perform shift switching or lock-up control in response to changes in vehicle speed and throttle opening.

In other words, it detects the vehicle speed and throttle opening as the vehicle's running condition, and when these reach a predetermined relationship, automatically and electronically controls shifts, etc., based on road surface conditions, loaded weight, etc. No consideration is given to load conditions.

However, when accelerating under a light load such as downhill, it is better to shift up at low speed (low engine speed) than when accelerating on a flat road surface, both in terms of ride comfort and fuel efficiency. . vice versa.

When decelerating under a heavy load such as going uphill, it is better to downshift to the back of a high speed (high engine speed) than when the road is flat, both in terms of ride comfort and fuel efficiency.

In this way, in the conventional system, shift switching control was performed without considering the load condition of the vehicle.

There were problems with ride comfort and fuel efficiency.

OBJECTS OF THE INVENTION The present invention has been made in view of the problems of the conventional system described above, and its purpose is to provide an electronically controlled automatic transmission system that improves riding comfort and fuel efficiency.

The present invention achieves the second object of ``Structure of the Invention'' by considering that the larger the acceleration is during acceleration and the smaller the deceleration during deceleration, the lighter the load state is. The smaller the deceleration, the lower the speed, and then the shift change or lock-up control is performed.

FIG. 1 is a conceptual diagram for explaining the configuration of the present invention based on the concept of a shift line, and the horizontal axis represents the vehicle speed.

The vertical axis shows the throttle opening S, and the diagonal straight line shows the gear shift line.

First, in the conventional system, the shift line is a dashed line T.

It is fixed as shown. When increasing the vehicle speed from point A to point B while keeping throttle opening S constant, the conventional method uses line segment AB regardless of the magnitude of acceleration.
When the fixed shift line TO intersects, that is, the vehicle speed V becomes L.
An upshift was being performed when the time became o.

On the other hand, in the present invention, when the acceleration is large, the state is equivalent to setting the shift line T1.

As a result, an upshift is performed at Ll, which is slower than Lo. Conversely, when the acceleration is small, the state is equivalent to setting the shift line 1-2.

As a result, upshifting is performed at L2, which is faster than LO.

In the case of deceleration, as shown in Fig. 2, in the conventional method, line segment AB and fixed shift line TO are used regardless of the magnitude of acceleration.
A downshift was performed when the vehicle speed V became LO, that is, when the vehicle speed V became LO.

On the other hand, in the present invention, when the deceleration is large, the state is equivalent to setting the shift line 'r2', and as a result, downshifting is performed at L2', which is higher than Lo. On the other hand, when the deceleration is small, the state is equivalent to setting the shift line TI', and as a result, downshifting is performed at LL', which is lower than Lo.

Shift points Ll, L2 . in FIGS. 1 and 2. Ll'
1.2' depends on the magnitude of acceleration and deceleration ζL min
and L tn"tax, L min' and Lmax'
It fluctuates between.

The variation range L max -L min, etc. can be set to appropriate values depending on the shift speed and shift position. - A preferred example is a value of some percentage of the shift speed (e.g. 3
0%).

The above-described shift switching control of the present invention may be performed in a software manner by providing a table of shift line groups in the CPU, or may be performed in a hardware manner.

Hereinafter, an embodiment will be described in which C is executed mainly using hardware.

Examples of the invention FIG. 3 is a structural diagram of an embodiment of the present invention.

1 is the shift position signal SP, acceleration polarity α/1
A level setting circuit receives α1 and the throttle opening signal S and generates a minimum level L min and a maximum level Lmax in accordance with the signals; 2 is a vehicle speed detection circuit that detects the vehicle speed; 3
is a subtraction circuit that outputs the difference between the level L and the vehicle speed V, which fluctuates between L min and L max.

4 is a constant current circuit that outputs a positive or negative constant current depending on the polarity of V-L, 5 is a constant current circuit that inverts and integrates the positive or negative constant current, and outputs a negative or positive voltage proportional to the amount of integration. Integral circuit, 6
is an absolute value circuit that outputs the absolute value of V-L, and 7 is l V-
Compare L l with a predetermined reference value REF, and depending on the comparison result, the constant current amount 1i! 84 is a comparison circuit that starts up the circuit, 8 is an adder circuit, and 9 is a skip circuit that gives skip characteristics to the change in level L over time.

10, the level L is the minimum level Lmin and the maximum level L,
11 is a comparison circuit that compares level L and vehicle speed ■ and generates a comparison match output; 12
is a shift switching control circuit that performs shift switching control in response to this comparison match output.

The operation of the circuit shown in FIG. 3 will be described below with reference to FIG. 4, which illustrates temporal changes in the vehicle speed ■ and the level L.

The level setting circuit 1 receives the input shift position signal s.
p, a predetermined minimum level L min is added based on the polarity of the acceleration and the throttle opening signal S once 1? While outputting to δ8, the minimum level Lm! n and maximum level hei, ma
x is supplied to the bold circuit 10. In the example shown in Figure 4, the vehicle is in an accelerating state, so Lmin and L for upshifting are
ma is output. The minimum level L min supplied to the adder circuit 8 is applied to the skip circuit 9. The signal is inputted to one input terminal of the subtraction circuit 3 via the bold circuit 10. Subtraction circuit 3
The vehicle speed ■ detected by the vehicle speed detection circuit 2 is input to the other input terminal of the vehicle speed detecting circuit 2. The output V-1 of the subtraction circuit 3 is input to the constant current circuit 4 and the absolute value circuit 6. The output 1 -Ll of the absolute value circuit 6 is input to the constant current circuit 4 and the comparison circuit 7.

On the condition that the constant current circuit 4 is activated by the output of the comparator circuit 7, the input voltage V-L is
1, when the polarity of V-L is 71E, a positive constant current is output, and when the polarity of V-L is negative, a negative constant current is output. On the other hand, the outputs IV-1, , l of the absolute value circuit 6 are compared with a predetermined reference (ii RIF, F) in the comparator circuit 7.

As shown on the left side of Figure 4, the vehicle speed ■ is sufficiently low and Lmi
n-V is the reference value RF.

If it is larger than F, the constant current circuit 4 is not activated;
Therefore, the output of the integrating circuit 5 remains at zero.

As a result, despite the increase in vehicle speed V, the level remains at L.
It is kept at min.

When Lmin -V becomes smaller than the reference value REF as the vehicle speed V increases, the constant current circuit 4 is activated.

The output of the integrating circuit 5 begins to rise at a predetermined speed, and as a result, the level L starts to rise at a predetermined speed.

The rate of increase of this level L is such that level L and vehicle speed ■ become equal after a while after the start of the increase.

This is set smaller than the general increase speed of the vehicle speed during acceleration. When the level L and the vehicle speed V match in this way, a shift 1-switching control command is issued from the comparator circuit 11 to the shift switching control circuit 12. The shift switching control circuit 14 receiving this command performs upshift control.

At the same time, due to the operation of the skip circuit 9, the level L
is forced to skimp in the opposite direction of the previous change.

The skip circuit 9 includes an integrating circuit 13 that integrates the output of the constant current circuit 4 and outputs a voltage proportional to this integrated value. Delay circuit 14. The polarity mismatch detection circuit 15 consists of a switch 16 driven by the gender mismatch detection output and an adder circuit 17.

When the polarity mismatch detection circuit 15 generates a polarity mismatch output for a predetermined delay time set in the delay circuit 14 as the vehicle speed V and level L match, the switch 16 is driven and the output terminal of the integration circuit 13 is activated. is released from the grounded state. The output of the integrating circuit 13 has the opposite polarity to the output of the integrating circuit 5.

The rate of change is also set to a value greater than that of the integrating circuit 5. As a result, the level 7 rapidly decreases over a predetermined delay time set in the delay circuit 14. By providing such a skip characteristic, chattering of the output of the comparator circuit 11 can be prevented from IF.
You can.

When a predetermined delay time has elapsed, the output of the integrating circuit 13 is again grounded by the switch 16 and becomes O.

The level ■ begins to rise again due to the output of the integrating circuit 5. When level L reaches Lmax, it is held at Lmax by the function of the halt circuit IO.

When the polarity of the acceleration is still positive even after the shift position signal SP is incremented by 1, the level setting circuit 1 sets L min and L for the primary shift 1-amplifier.
Output max. On the other hand, when the polarity of acceleration turns negative, that is, it turns into a deceleration state, Lmin and L for downshifting
Output max.

Even during deceleration, downshift control is performed by the same operation as described above.

That is, the level setting circuit 1 detects the deceleration state from the polarity of acceleration and sets Lmin' and Lmax' for downshifting.
are set and supplied to the hold circuit 10, and Lmax' is supplied to the adder circuit 8. In this example, for simplicity, Lmax'=Lmax. When the difference from Lmax becomes equal to the reference value REF as the vehicle speed (2) decreases, the constant current circuit 4 is activated and the integrating circuit 5 outputs a negative voltage that decreases at a predetermined speed. Note that the output of the integrating circuit 5 during the above-mentioned upshift is discharged at an appropriate time constant after the operation of the constant current circuit 4 is prohibited.

It is O at the start of the main shift down or the next shift amplifier. When vehicle speed ■ and level L match, comparison circuit 1
Shift from 1] - A command for shift reno change is issued to the switching control circuit 12, and the skip circuit 9 operates. After the skip operation ends.

Level 1. decreases at a constant speed and is held at Lmtn by the bold circuit 10.

FIG. 5 illustrates the difference in shift switching control by the circuit of FIG. 3 when the vehicle accelerates and decelerates at different accelerations and decelerations. In this figure, the skip characteristic is omitted for simplicity. It is clear from the figure that during acceleration, the shift is performed at the back of the culm at low speed, where the acceleration is large, and when the deceleration is small, the shift is made after the slow speed becomes low during the stroke.

For convenience of explanation, shift switching control is shown as an example in which the throttle opening is held constant; however, the present invention is not limited to this. This is because even if Lmin, 1, . . . , max change, the essence of the above explanation is not affected.

Furthermore, an example in which the skip circuit 9 is used has been shown.

Obviously, this can be omitted.

Furthermore, although an example has been shown in which the rate of change of level L is constant, it is clear that this rate of change may be changed depending on the throttle opening degree and shift 1 position, and may also be made to vary depending on the vehicle speed V. It is.

Furthermore, as described above, the present invention can also be implemented in software.

Effects of the Invention As described above in detail, the present invention has the advantage of improving ride comfort and fuel efficiency because it is configured to perform shift 1 switching control in consideration of the load condition.

[Brief explanation of the drawing]

1 and 2 are conceptual diagrams for explaining the configuration of the present invention by replacing it with the concept of a transmission line, FIG. 3 is a block diagram of the configuration of an embodiment of the present invention, and FIGS. FIG. 3 is a conceptual diagram for explaining the operation of the circuit shown in the figure. ■...Vehicle speed, S...Throttle opening, To, Tl1
T2...Shift line +Lmin...Minimum level, Lmax
°°Maximum reher, 1. Level setting circuit, 2. Vehicle speed detection circuit, 3. Subtraction circuit, 4. Constant current circuit, 5. ',
13...Integrator circuit, 6...Absolute value circuit. 7. Comparison circuit, 9. Skip circuit, 10. Bold circuit, 11. Comparison circuit, 12. Shift switching control circuit. Patent applicant Fujitsu Ten Co., Ltd. Representative Patent attorney Gobe Tamamushi (1 other person) Figure 1 Figure 2

Claims (1)

[Claims] In an electronically controlled automatic transmission system that automatically and electronically performs shift switching or lock amplifier control in response to changes in vehicle speed and throttle opening. When accelerating, the higher the acceleration, the lower the speed. An electronically controlled automatic transmission system characterized in that during deceleration, the smaller the deceleration, the lower the speed becomes before the shift 1 changeover or lockup control 1 is performed.